1.
Forest Hill Station (San Francisco)
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Forest Hill Station is a Muni Metro station near the Forest Hill and Laguna Honda neighborhoods in San Francisco, California. It was originally built as part of the Twin Peaks Tunnel in 1916-1918, the original name of the station is Laguna Honda Station, and the lettering on the front façade still says “• LAGUNA · HONDA · STATION • TWIN · PEAKS · TUNNEL •”. The station consists of two platforms next to the tracks far below the surface. Forest Hill Station is located deeper underground than any other Muni Metro station, so much so that, unlike other stations, unlike all other underground Muni Metro stations, there is no underground concourse mezzanine level directly above the platform level. Instead, the level is in a building on the surface. Currently, the L Taraval and M Ocean View stop at the station both inbound and outbound, the K Ingleside stops on outbound trips while the T Third Street stops on inbound ones, as the two lines are interlined following a service change on June 30,2007. Scenes from the films Dirty Harry and Milk were shot inside of this station, list of San Francisco Designated Landmarks San Francisco Muni Official Site
Forest Hill Station (San Francisco)
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Forest Hill station building
Forest Hill Station (San Francisco)
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M Ocean View arriving on the Forest Hill outbound platform
2.
K Ingleside
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The K Ingleside is a Muni Metro line in San Francisco, California, mainly serving the West Portal and Ingleside neighborhoods. The line runs from the Embarcadero Station downtown to the Geneva Avenue and San Jose Avenue in the Balboa Park neighborhood, the downtown portion of the line runs through the Market Street Subway, which it shares with the four other Muni Metro lines. It continues through the much older Twin Peaks Tunnel, along with the L Taraval and M Ocean View lines, emerging at West Portal Station. From there, it follows West Portal Avenue to Saint Francis Circle, the K then follows Ocean Avenue until it reaches Balboa Park Station, where it circles around the Metro yard at San Jose and Geneva Avenue, with the actual terminal stop alongside the station. The K Ingleside line stops at stations for the downtown section of the line. Most of the stops are nothing more than concrete islands in the middle of the street next to the tracks. Some of these island stops provide access for wheelchairs, Muni bus routes provide service to all stations and other systems with access to the stations are noted. The original K Ingleside streetcar line opened in 1918, service was extended the next year by incorporating a previously opened line. The outer end of the line was a stub at the intersection of Brighton and Grafton, in the 1940s an additional branch of the line was built down Onondaga Street to Mission Street. In the 1950s, this was shortened to the Phelan loop at Ocean, on April 23,1979, the line was lengthened to Balboa Park BART Station. Weekend service continued to use PCC cars until September 1982 when the Muni Metro became fully operational. At West Portal Station, inbound K trains heading towards downtown change their signs to the T line, conversely, at Embarcadero Station, the trains show the ultimate destination of the spliced lines rather than the intermediate terminus of the individual line. The K Ingleside begins service at 5 a. m. weekdays,6 a. m, sundays, with the end of service occurring around 12,30 a. m. each night. It operates a headway of 9 to 10 minutes during the day, there is also a K-Owl diesel bus line that runs from Market Street and Steuart Street to Balboa Park. This line makes a number of trips between the times owl service stops and the underground subway stations open. This has been identified as a Tier 1 level project, once this project is complete, the K Ingleside may be re-titled as K Geneva or K Crocker Amazon. Additional plans include a subway with an entrance south of Saint Francis Circle on Junipero Serra Boulevard that connects to the existing Twin Peaks Tunnel. This plan will coincide with the construction of the M Ocean View subway project, inbound to outbound Muni Metro and San Francisco rail map K Ingleside route information from the SF Muni Map Project
K Ingleside
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K Ingleside
3.
L Taraval
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The line commenced operation in 1919 and incorporated a previous streetcar line which had opened in about 1907, 20th Avenue – 30th Avenue. It was extended along Taraval to 48th in 1923, and subsequently extended south to the San Francisco Zoo, the L was partially converted to modern light rail operation as part of the opening of the Muni Metro system in 1980. While many streetcar lines were converted to buses after World War II, the L Taraval Rapid project was conceived to increase pedestrian safety and speed up trains. Nine stops will be eliminated, the roadway upon which the track is laid will be repainted as a transit-only lane, stop elimination occurred on February 25,2017. The line runs from the Embarcadero Station in the Financial District to the 46th Avenue and Wawona Street, the downtown portion of the line runs in the Market Street Subway, which is shared with six other Muni Metro lines. It continues through the much older Twin Peaks Tunnel, shared by the K Ingleside and M Ocean View lines, once out of the tunnel, the L begins street running operation. It takes Ulloa Street to 15th Avenue and then turns west onto Taraval Street and it then follows Taraval to 46th Avenue, where it turns south towards the Zoo. The end of the loops around Vicente, 47th Avenue. Tracks on Taraval Street extend west from 46th Avenue to 48th Avenue/Great Highway, however, chartered streetcars and LRVs can operate there if requested. The L Taraval line stops at stations for the downtown section of the route. Muni bus routes provide service to all stations and other systems with access to the stations are noted, the L Taraval operates 7 days a week, primarily with train service beginning at 5 a. m. weekdays,6 a. m. Sundays and running until 12,30 a. m, frequency headways range from 7 to 10 minutes during the day, and 15 to 20 during nighttime service. Late-night service is provided by the L Owl diesel bus line and this line is generally the same as the daytime L Taraval line, except it follows surface streets instead of going through the streetcar-only Market Street Subway and Twin Peaks Tunnel. West of Castro Street, it turns south on Market Street and it follows Portola between the Diamond Heights neighborhood and Twin Peaks, turns onto Woodside and then Laguna Honda Boulevard, where it loops around at Forest Hill Station. It then backtracks on Laguna Honda Boulevard, Dewey, Claremont and Ulloa to West Portal Station, inbound to outbound Muni Metro and San Francisco rail map L Taraval route information from the SF Muni Map Project
L Taraval
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L Taraval trains lined up on 47th Avenue near Wawona at the outbound end of the line
L Taraval
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The original end of the L Taraval line, before the 1937 extension south of Taraval Street, with tracks still in place as a short branch, not normally used. Trains are usually sent here to turn back early, and these are the only tracks left in San Francisco that are embedded in sett.
4.
M Ocean View
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The M Ocean View is a Muni Metro light rail line in San Francisco, California. It was one of San Franciscos streetcar lines in the early 20th century, service along this route was replaced by buses in 1939, but rail service was shortly restored in 1944. While many streetcar lines were converted to buses after World War II. On August 30,1980, the line was extended to Balboa Park BART station, the line was partially converted to modern light-rail operation with the opening of the Muni Metro system in 1980. In May 2010, the San Francisco MTA began a project to reconstruct. The MTA decided to discontinue all M Ocean View rail service for the duration of the project, passengers were required to take K Ingleside trains or L Taraval trains and transfer to temporary shuttle bus service at West Portal. Full M Ocean View service was restored on Sept.4,2010, the line runs from the Embarcadero Station in the Financial District to Geneva Avenue and San Jose Avenue near City College of San Francisco in the Balboa Park neighborhood. The downtown portion of the runs through the Market Street Subway. It continues through the much older Twin Peaks Tunnel, along with the K Ingleside and L Taraval lines, from there, it follows West Portal Avenue to the Saint Francis Circle, where it then takes its own right-of-way to 19th Avenue. The portion of the line on 19th Avenue between where it joins 19th near Eucalyptus Drive and Junipero Serra Boulevard is a right-of-way separated from the street. This section has two stations with high-platforms, one at the Stonestown Galleria on Winston Drive and the other at San Francisco State University on Holloway Avenue and it continues on 19th Avenue past Junipero Serra to Randolph Street. At the end of Randolph, the M uses Orizaba Avenue to get to Broad Street, the rest of the line follows San Jose Avenue to Geneva Avenue, where the line loops around the Metro yard there on the corner opposite from Balboa Park Station. The M Ocean View line stops at stations for the downtown section of the route and on 19th Avenue. Muni bus routes provide service to all stations and other systems with access to the stations are noted, M Ocean View moves at only 8.5 to 9.5 miles per hour during afternoon commute hours over a 2-mile distance along 19th Avenue/Highway 1. The slow speed is attributed to trains stopping at multiple busy street crossings, in addition, the majority of riders access 19th Avenue stops from the west side of 19th, since Stonestown Galleria, San Francisco State University and Parkmerced are all located west of 19th. In order to access the stops, which are located in the median of 19th Avenue, in San Francisco, 55% of severe and fatal pedestrian accidents occur on 7% of its street miles, which includes the 19th Avenue/Highway 1 corridor. In response, the San Francisco County Transportation Authority commissioned a study, published in 2014 to explore options to facilitate pedestrian access, the option that has been selected is the full subway alternative. The M Ocean View and K Ingleside will remain underground along West Portal Avenue, the current West Portal station will most likely have to be redesigned as a two-level station with the K and M lines on the lower level and the L line on the upper level
M Ocean View
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The San Francisco State University Station at the intersection of 19th Avenue and Holloway
5.
T Third Street
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The T Third Street is a Muni Metro line in San Francisco, California. It is the first new rail line in San Francisco in more than half a century. It is also the first true light rail line in the mostly streetcar Muni Metro system, as it mostly in a street median. Testing on the line took place in summer 2006, with limited service starting on January 13,2007, and full service beginning on April 7,2007. In the future, the line may be extended to Caltrains Bayshore Station and, in the other direction, each train displays its ultimate destination. This system will continue in place until the Central Subway is operational, from there the T turns south on Fourth Street, crossing the bridge over Mission Creek before joining Third Street for the majority of the routes length. It passes through Mission Bay where the UCSF Mission Bay branch is located, then continues on south through the Bayview, once both economically impoverished parts of the City, they have slowly experienced rehabilitation and rebuilding mainly helped by the new T line. From there the T follows Bayshore Boulevard for two stations until it reaches its terminus at Sunnydale Station. A section of track one more block until stopped short at the Daly City limits. All stations along this line feature high platforms, eliminating the need for the raising and lowering of entrance, stations south of Fourth and King feature short platforms that accommodate only two-car trains. The T Third also uses the Muni Metro terminology in which a train goes from West Portal to Embarcadero. This also means that an outbound T Third train runs from Sunnydale and this is the reverse of other lines, as those lines have their outer termini on the southwest and west sides of the city, and those trains enter the subway from the west going inbound toward downtown. T-Third has been built in phases, the first phase extended rail service south to Sunnydale Station. The second phase, currently under construction, is known as the Central Subway project. The southern segment from Sunnydale to 4th and King Street will remain as-is, operating on street-level median tracks. After 4th and King, the line will proceed to a new 4th and Brannan Station, a proposed third phase would build an extension beyond Chinatown, including new stations at Washington Square in North Beach and Fishermans Wharf. In preparation, the tunnels were bored past Chinatown Station, a conceptual fourth phase has been advanced by SFMTA and transit advocates to further extend the line west of Fishermans Wharf to the Presidio. Initially upon opening, the T Third was operated from Castro Station to Bayshore, in the aftermath of the Muni Meltdown of 2007, the T Third was suspended from operating as a distinct line, in favor of being through-routed with the K Ingleside
T Third Street
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A T Third Street train crossing the Islais Creek Channel
6.
S Castro Shuttle
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The S Castro Shuttle is a Muni Metro line in San Francisco, California. At its inception in 1995, it ran from Embarcadero Station downtown to the Castro Street Station during peak periods on weekdays, the service stopped running in the early 2000s as the number of available light rail vehicles went down due to maintenance issues. As of 2016, the runs from St. Francis Circle to Embarcadero station with limited service beyond to 23rd Street. The line also runs when there is a game at AT&T Park, continuing from King. During these times the shuttle will occasionally run a three car formation, being the line that will do this regularly. On November 7,2016, S shuttle service resumed with two extra one-car trains running between Embarcadero and West Portal during the rush hour, for a total of ten total trips. The service increase is planned to reduce overcrowding along the L, M and this addition was viewed as a strategic way to use limited resources to provide more service. This service improvement is part of Muni Metros Muni Forward program to add more true subway service, the S Castro Shuttle is the only line not included on any Muni Metro map or on NextBus. The service is not a true shuttle train
S Castro Shuttle
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S-Castro Shuttle at Montgomery station providing service for AT&T Park and Caltrain station
7.
San Francisco
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San Francisco, officially the City and County of San Francisco, is the cultural, commercial, and financial center of Northern California. It is the birthplace of the United Nations, the California Gold Rush of 1849 brought rapid growth, making it the largest city on the West Coast at the time. San Francisco became a consolidated city-county in 1856, after three-quarters of the city was destroyed by the 1906 earthquake and fire, San Francisco was quickly rebuilt, hosting the Panama-Pacific International Exposition nine years later. In World War II, San Francisco was a port of embarkation for service members shipping out to the Pacific Theater. Politically, the city votes strongly along liberal Democratic Party lines, San Francisco is also the headquarters of five major banking institutions and various other companies such as Levi Strauss & Co. Dolby, Airbnb, Weebly, Pacific Gas and Electric Company, Yelp, Pinterest, Twitter, Uber, Lyft, Mozilla, Wikimedia Foundation, as of 2016, San Francisco is ranked high on world liveability rankings. The earliest archaeological evidence of habitation of the territory of the city of San Francisco dates to 3000 BC. Upon independence from Spain in 1821, the became part of Mexico. Under Mexican rule, the system gradually ended, and its lands became privatized. In 1835, Englishman William Richardson erected the first independent homestead, together with Alcalde Francisco de Haro, he laid out a street plan for the expanded settlement, and the town, named Yerba Buena, began to attract American settlers. Commodore John D. Sloat claimed California for the United States on July 7,1846, during the Mexican–American War, montgomery arrived to claim Yerba Buena two days later. Yerba Buena was renamed San Francisco on January 30 of the next year, despite its attractive location as a port and naval base, San Francisco was still a small settlement with inhospitable geography. The California Gold Rush brought a flood of treasure seekers, with their sourdough bread in tow, prospectors accumulated in San Francisco over rival Benicia, raising the population from 1,000 in 1848 to 25,000 by December 1849. The promise of fabulous riches was so strong that crews on arriving vessels deserted and rushed off to the gold fields, leaving behind a forest of masts in San Francisco harbor. Some of these approximately 500 abandoned ships were used at times as storeships, saloons and hotels, many were left to rot, by 1851 the harbor was extended out into the bay by wharves while buildings were erected on piles among the ships. By 1870 Yerba Buena Cove had been filled to create new land, buried ships are occasionally exposed when foundations are dug for new buildings. California was quickly granted statehood in 1850 and the U. S. military built Fort Point at the Golden Gate, silver discoveries, including the Comstock Lode in Nevada in 1859, further drove rapid population growth. With hordes of fortune seekers streaming through the city, lawlessness was common, and the Barbary Coast section of town gained notoriety as a haven for criminals, prostitution, entrepreneurs sought to capitalize on the wealth generated by the Gold Rush
San Francisco
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San Francisco and the Golden Gate Bridge from Marin Headlands
San Francisco
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Mission San Francisco de Asís (Mission Dolores)
San Francisco
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1853 United States Coast Survey Map
San Francisco
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Francis Samuel Marryat, Hilltop of San Francisco, California, Looking toward the Bay, 1849. M.& N. Hanhart Chromolithograph
8.
California
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California is the most populous state in the United States and the third most extensive by area. Located on the western coast of the U. S, California is bordered by the other U. S. states of Oregon, Nevada, and Arizona and shares an international border with the Mexican state of Baja California. Los Angeles is Californias most populous city, and the second largest after New York City. The Los Angeles Area and the San Francisco Bay Area are the nations second- and fifth-most populous urban regions, California also has the nations most populous county, Los Angeles County, and its largest county by area, San Bernardino County. The Central Valley, an agricultural area, dominates the states center. What is now California was first settled by various Native American tribes before being explored by a number of European expeditions during the 16th and 17th centuries, the Spanish Empire then claimed it as part of Alta California in their New Spain colony. The area became a part of Mexico in 1821 following its war for independence. The western portion of Alta California then was organized as the State of California, the California Gold Rush starting in 1848 led to dramatic social and demographic changes, with large-scale emigration from the east and abroad with an accompanying economic boom. If it were a country, California would be the 6th largest economy in the world, fifty-eight percent of the states economy is centered on finance, government, real estate services, technology, and professional, scientific and technical business services. Although it accounts for only 1.5 percent of the states economy, the story of Calafia is recorded in a 1510 work The Adventures of Esplandián, written as a sequel to Amadis de Gaula by Spanish adventure writer Garci Rodríguez de Montalvo. The kingdom of Queen Calafia, according to Montalvo, was said to be a land inhabited by griffins and other strange beasts. This conventional wisdom that California was an island, with maps drawn to reflect this belief, shortened forms of the states name include CA, Cal. Calif. and US-CA. Settled by successive waves of arrivals during the last 10,000 years, various estimates of the native population range from 100,000 to 300,000. The Indigenous peoples of California included more than 70 distinct groups of Native Americans, ranging from large, settled populations living on the coast to groups in the interior. California groups also were diverse in their organization with bands, tribes, villages. Trade, intermarriage and military alliances fostered many social and economic relationships among the diverse groups, the first European effort to explore the coast as far north as the Russian River was a Spanish sailing expedition, led by Portuguese captain Juan Rodríguez Cabrillo, in 1542. Some 37 years later English explorer Francis Drake also explored and claimed a portion of the California coast in 1579. Spanish traders made unintended visits with the Manila galleons on their trips from the Philippines beginning in 1565
California
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A forest of redwood trees in Redwood National Park
California
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Flag
California
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Mount Shasta
California
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Aerial view of the California Central Valley
9.
Geographic coordinate system
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A geographic coordinate system is a coordinate system used in geography that enables every location on Earth to be specified by a set of numbers, letters or symbols. The coordinates are chosen such that one of the numbers represents a vertical position. A common choice of coordinates is latitude, longitude and elevation, to specify a location on a two-dimensional map requires a map projection. The invention of a coordinate system is generally credited to Eratosthenes of Cyrene. Ptolemy credited him with the adoption of longitude and latitude. Ptolemys 2nd-century Geography used the prime meridian but measured latitude from the equator instead. Mathematical cartography resumed in Europe following Maximus Planudes recovery of Ptolemys text a little before 1300, in 1884, the United States hosted the International Meridian Conference, attended by representatives from twenty-five nations. Twenty-two of them agreed to adopt the longitude of the Royal Observatory in Greenwich, the Dominican Republic voted against the motion, while France and Brazil abstained. France adopted Greenwich Mean Time in place of local determinations by the Paris Observatory in 1911, the latitude of a point on Earths surface is the angle between the equatorial plane and the straight line that passes through that point and through the center of the Earth. Lines joining points of the same latitude trace circles on the surface of Earth called parallels, as they are parallel to the equator, the north pole is 90° N, the south pole is 90° S. The 0° parallel of latitude is designated the equator, the plane of all geographic coordinate systems. The equator divides the globe into Northern and Southern Hemispheres, the longitude of a point on Earths surface is the angle east or west of a reference meridian to another meridian that passes through that point. All meridians are halves of great ellipses, which converge at the north and south poles, the prime meridian determines the proper Eastern and Western Hemispheres, although maps often divide these hemispheres further west in order to keep the Old World on a single side. The antipodal meridian of Greenwich is both 180°W and 180°E, the combination of these two components specifies the position of any location on the surface of Earth, without consideration of altitude or depth. The grid formed by lines of latitude and longitude is known as a graticule, the origin/zero point of this system is located in the Gulf of Guinea about 625 km south of Tema, Ghana. To completely specify a location of a feature on, in, or above Earth. Earth is not a sphere, but a shape approximating a biaxial ellipsoid. It is nearly spherical, but has an equatorial bulge making the radius at the equator about 0. 3% larger than the radius measured through the poles, the shorter axis approximately coincides with the axis of rotation
Geographic coordinate system
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Longitude lines are perpendicular and latitude lines are parallel to the equator.
10.
Muni Metro
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Muni Metro is a light rail/streetcar hybrid system serving San Francisco, California, operated by the San Francisco Municipal Railway, a division of the San Francisco Municipal Transportation Agency. With an average ridership of 128,500 passengers as of the fourth quarter of 2014. Muni Metro operates a fleet of 151 light rail vehicles made by Breda, Muni Metro is the modern incarnation of the traditional streetcar system that had served San Francisco since the late 19th century. Recently, the system has undergone expansion, most notably the Third Street Light Rail Project, completed in 2007, other projects, such as the Central Subway, are underway. Muni Metro descended from the traditional streetcar system started on December 28,1912. The first streetcar line, the A Geary, ran from Kearny and Market Streets in the Financial District to Fulton Street, the system slowly expanded, opening the Twin Peaks Tunnel in 1917, allowing streetcars to run to the southwestern quadrant of the city. By 1921, the city was operating 304 miles of trolley lines and 25 miles of cable car lines. The last line to service before 2007 was the N Judah. However, five heavily used streetcar lines traveled for at least part of their routes through tunnels or otherwise reserved right-of-way, as a result, these lines, running PCC streetcars, continued in operation. The new tunnel would be connected to the existing Twin Peaks Tunnel, the new underground stations would feature high platforms, and the older stations would be retrofitted with the same, which meant that the PCCs could not be used in them. Hence, a fleet of new rail vehicles was ordered from Boeing-Vertol. The K and M lines were extended to Balboa Park during this time, on February 18,1980, the Muni Metro was officially inaugurated, with weekday N line service in the subway. The Metro service was implemented in phases, and the subway was served only on weekdays until 1982. The K Ingleside line began using the Metro subway on weekdays on June 11,1980, the L Taraval and M Ocean View lines on December 17,1980, and lastly the J Church line on June 17,1981. Meanwhile, weekend service on all five lines continued to use PCC cars operating on the surface of Market Street through to the Transbay Terminal, finally, on November 20,1982, the Muni Metro subway began operating seven days a week. At the time, there were no plans to revive any service on the surface of Market Street or return PCCs to regular running. However, tracks were rehabilitated for the 1983 Historic Trolley Festival, Muni criticism had been something of a feature of life in San Francisco, and not without reason. The Boeing trains were sub-par and grew crowded quickly, Muni did take steps to address these problems
Muni Metro
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Southbound Muni Metro K Ingleside train at Church Street station.
Muni Metro
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An image of Muni's underground tunnel infrastructure.
Muni Metro
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N Judah entering the eastern portal of the Sunset Tunnel.
Muni Metro
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N Judah from above
11.
West Portal Station
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West Portal Station is a Muni Metro station in the West Portal neighborhood in San Francisco, California. It is built around the entrance to the Twin Peaks Tunnel, the station consists of two side platforms with turnstiles at each end that connects to the street. The station originally was similar to a curbside stop at the entrance to the tunnel. On July 18,2009, the West Portal station was the scene of a collision between a K and L streetcar, an estimated 44 people were injured
West Portal Station
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A Muni Metro train leaving the West Portal Station
West Portal Station
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West Portal Station with a Breda car emerging from the Twin Peaks Tunnel
12.
San Francisco Municipal Transportation Agency
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The San Francisco Municipal Transportation Agency is an agency created by consolidation of the San Francisco Municipal Railway, the Department of Parking and Traffic, and the Taxicab Commission. SFMTA was established by the passage of Proposition E in November 1999, the measure, promoted by the transit riders group Rescue Muni, among others, established service standards for the agency and made a number of changes to the laws governing it. Prior to the passage of Proposition E, the Muni was governed by the Public Transportation Commission, both bodies were dissolved upon the full implementation of Proposition E. Board members are limited to three terms. The SFMTA Board of Directors is responsible for, among other things, at its inception, the SFMTAs Director of Transportation was Michael T. Burns. On July 15,2005 he left the SFMTA for a position with Santa Clara VTA, ford, Sr. previously the general manager and CEO of MARTA in Atlanta, took over as the new executive director. Johnson would take over as acting director until a permanent replacement was selected by the SFMTA Board. The board selected Edward D. Reiskin, the head of the San Francisco Department of Public Works, as the permanent executive director, the first chair of the SFMTA Board of Directors was H. Welton Flynn, he was succeeded by Cleopatra Vaughns. When Vaughns left the board, James McCray, Jr. was elected chairman, like two of his then-colleagues, McCray previously served on the Parking and Traffic Commission, which was abolished when the department merged into the SFMTA. The Board of Supervisors rejected Stern by a 7–4 vote on September 27,2005, Stern was an official with the International Brotherhood of Electrical Workers. Proposition E also established a 15-member SFMTA Citizens Advisory Council which must review the agencys budget, the mayor appoints four members of the SFMTA Citizens Advisory Council and each member of the Board of Supervisors appoints one. Proposition E allowed for the SFMTA to take over the functions of the Taxicab Commission, in 2009, the agency did so, as a result of legislation passed by the Board of Supervisors and signed by the mayor. In November 2005, the voters of San Francisco rejected, by a margin of 35%–65%, in November 2016 San Francisco voters rejected by 45%–55% a second ballot measure that would have split appointments between the mayor and the Board of Supervisors. The measure would also have made it easier for the supervisors to reject the SFMTA budget. In November 2016, The SFMTA was hit by hackers, using ransomware, demanding $70,000 in bitcoins, with fare machines reading “OUT OF SERVICE”, in February 2006, the MTA Board adopted a resolution adding CEO to the title. When Edward D. Reiskin took office in 2011, he opted to use only the official title. * Although the city charter specifies that the MTA Board shall have a chair, Flynn, Vaughns, McCray, and Nolan have all opted for the style chairman
San Francisco Municipal Transportation Agency
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San Francisco Municipal Transportation Agency (SFMTA)
13.
San Francisco Municipal Railway
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The San Francisco Municipal Railway is the public transit system for the city and county of San Francisco, California. In 2006, it served 46.7 square miles with an budget of about $700 million. In ridership Muni is the seventh largest transit system in the United States, with 210,848,310 rides in 2006 and the second largest in California behind Metro in Los Angeles. With a fleet average speed of 8.1 mph, it is the slowest major urban transit system in America and one of the most expensive to operate, costing $19.21 per mile per bus and $24.37 per mile per train. However, it has more boardings per mile and more vehicles in operation than similar transit agencies, many weekday riders are commuters, as the daytime weekday population in San Francisco exceeds its normal residential population. Muni shares four metro stations with BART, on weekends, most Muni bus lines are scheduled to run every ten to twenty minutes. However, complaints of unreliability, especially on less-often-served lines and older lines, are a system-wide problem. Muni has had difficulty meeting a stated goal of 85% voter-demanded on-time service. Most intercity connections are provided by BART and Caltrain heavy rail, AC Transit buses at the Transbay Terminal, 70% of stops are spaced closer than recommended range of 800–1,000 feet apart. Muni is short for the Municipal in San Francisco Municipal Railway and is not an acronym, thus, the Muni metro is often called the train or the streetcar. Most San Francisco natives use Muni when speaking about the system in general, the E Embarcadero and F Market & Wharves lines are referred to by Muni as a historic streetcar line rather than as a heritage railway. Munis logo is a stylized, trademarked worm version of the word muni and this logo was designed by San Francisco-based graphic designer Walter Landor in the mid-1970s. Bus and trolleybus lines have number designations, rail lines have letters, except for cable cars, cash fares are $2.50 for adults, $1. Clipper card fares are $2.25 for adults and $1 for seniors, youth, proof-of-payment, which fare inspectors may demand at any time, is either a Clipper card, Muni Passport, or paper transfer. One fare entitles a rider to unlimited vehicle transfers for the next 90 to 120 minutes, cable cars are $7 one way, with no transfers unless the rider has a Muni Passport or Fast Pass. As of September 2014 monthly passes cost $70 for adults, $35 for low-income residents, or $24 for youth, seniors, passes are valid on all Muni lines—including cable cars—and the $83 adult Fast Pass allows BART transit entirely within San Francisco. Other passes and stickers are valid on all Muni lines, including cable cars, cable car fare is $7 per trip, with no transfers issued or accepted. Muni has implemented a smart card payment system known as Clipper
San Francisco Municipal Railway
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A cable car being turned around at the end of the line, August 1964
San Francisco Municipal Railway
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San Francisco Municipal Railway
San Francisco Municipal Railway
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O'Shaughnessy logo (dated)
San Francisco Municipal Railway
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A trolleybus on the 21-Hayes line
14.
Rapid transit
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Rapid transit, also known as heavy rail, metro, subway, tube, or underground, is a type of high-capacity public transport generally found in urban areas. The stations typically have high platforms, without steps inside the trains and they are typically integrated with other public transport and often operated by the same public transport authorities. However, some transit systems have at-grade intersections between a rapid transit line and a road or between two rapid transit lines. It is unchallenged in its ability to transport large numbers of people quickly over short distances with little use of land, variations of rapid transit include people movers, small-scale light metro, and the commuter rail hybrid S-Bahn. The worlds first rapid-transit system was the partially underground Metropolitan Railway which opened as a railway in 1863. In 1868, New York opened the elevated West Side and Yonkers Patent Railway, china has the largest number of rapid transit systems in the world. The worlds longest single-operator rapid transit system by length is the Shanghai Metro. The worlds largest single rapid transit service provider by both length of revenue track (665 miles and number of stations is the New York City Subway. The busiest rapid transit systems in the world by annual ridership are the Tokyo subway system, the Seoul Metropolitan Subway, the Moscow Metro, the Beijing Subway, Metro is the most common term for underground rapid transit systems used by non-native English speakers. One of these terms may apply to a system, even if a large part of the network runs at ground level. In Scotland, however, the Glasgow Subway underground rapid transit system is known as the Subway, in the US, underground mass transit systems are primarily known as subways, whereas the term metro is a shortened reference to a metropolitan area. In that vein, Chicagos commuter rail system, serving the area, is called Metra. Exceptions in naming rapid transit systems are Washington DCs subway system the Washington Metro, Los Angeles Metro Rail, and the Miami Metrorail, the opening of Londons steam-hauled Metropolitan Railway in 1863 marked the beginning of rapid transit. Initial experiences with steam engines, despite ventilation, were unpleasant, experiments with pneumatic railways failed in their extended adoption by cities. Electric traction was more efficient, faster and cleaner than steam, in 1890 the City & South London Railway was the first electric-traction rapid transit railway, which was also fully underground. Both railways were merged into London Underground. The 1893 Liverpool Overhead Railway was designed to use electric traction from the outset, budapest in Hungary and Glasgow, Chicago and New York all converted or purpose-designed and built electric rail services. Advancements in technology have allowed new automated services, hybrid solutions have also evolved, such as tram-train and premetro, which incorporate some of the features of rapid transit systems
Rapid transit
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The New York City Subway is the world's largest rapid transit system by track length and by number of stations, at 469.
Rapid transit
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The Moscow Metro is one of the busiest metro systems in the world and is the busiest in Europe.
Rapid transit
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Metro M1 kit on line C in Prague Metro
Rapid transit
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Line 2 subway train in Toronto
15.
Light rail
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Light rail, light rail transit or fast tram is urban public transport using rolling stock similar to a tramway, but operating at a higher capacity, and often on an exclusive right-of-way. A few light rail networks tend to have closer to rapid transit or even commuter rail. Other light rail networks are tram-like in nature and partially operate on streets, Light rail systems are found throughout the world, on all inhabited continents. They have been popular in recent years due to their lower capital costs. The term light rail was coined in 1972 by the U. S, Urban Mass Transportation Administration to describe new streetcar transformations that were taking place in Europe and the United States. In Germany the term Stadtbahn was used to describe the concept, and many in UMTA wanted to adopt the direct translation, however, UMTA finally adopted the term light rail instead. Light in this context is used in the sense of intended for light loads and fast movement, the infrastructure investment is also usually lighter than would be found for a heavy rail system. The Transportation Research Board defined light rail in 1977 as a mode of urban transportation utilizing predominantly reserved, electrically propelled rail vehicles operate singly or in trains. LRT provides a range of passenger capabilities and performance characteristics at moderate costs. Light rail is a generic international English phrase for these types of rail systems, the use of the generic term light rail avoids some serious incompatibilities between British and American English. The word trolley is used as a synonym for streetcar in the United States. A further difference arose because, while Britain abandoned all of its trams except Blackpool after World War II, when these cities upgraded to new technology, they called it light rail to differentiate it from their existing streetcars since some continued to operate both the old and new systems. Conventional rail technologies including high-speed, freight, commuter/regional, and metro/subway/elevated urban transit systems are considered heavy rail, people movers and personal rapid transit are even lighter, at least in terms of capacity. Monorail is a technology that has been more successful in specialized services than in a commuter transit role. Due to varying definitions, it is hard to distinguish between what is called light rail, and other forms of urban and commuter rail, a system described as light rail in one city may be considered to be a streetcar or tram system in another. Conversely, some lines that are called light rail are in very similar to rapid transit, in recent years. Some light rail systems, such as Sprinter, bear little similarity to urban rail, in the United States, light rail has become a catch-all term to describe a wide variety of passenger rail systems. There is a significant difference in cost between these different classes of light rail transit, tram-like systems are often less expensive than metro-like systems by a factor of two or more
Light rail
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Los Angeles 's mass transit expansion has been driven in large part by light rail
Light rail
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Utah Transit Authority 's TRAX Is one of the fastest growing light rail systems in America
Light rail
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Edmonton Light Rail Transit in Edmonton, Alberta, Canada, was the first modern LRT line in North America
Light rail
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The METRO Blue Line light rail in Minneapolis, Minnesota, United States
16.
Tram
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A tram is a rail vehicle which runs on tracks along public urban streets, and also sometimes on a segregated right of way. The lines or networks operated by tramcars are called tramways, Tramways powered by electricity, the most common type historically, were once called electric street railways. However, trams were used in urban areas before the universal adoption of electrification. Tram lines may run between cities and/or towns, and/or partially grade-separated even in the cities. Very occasionally, trams also carry freight, Tram vehicles are usually lighter and shorter than conventional trains and rapid transit trains, but the size of trams is rapidly increasing. Some trams may also run on railway tracks, a tramway may be upgraded to a light rail or a rapid transit line. For all these reasons, the differences between the modes of rail transportation are often indistinct. In the United States, the tram has sometimes been used for rubber-tired trackless trains. Today, most trams use electrical power, usually fed by a pantograph, in some cases by a sliding shoe on a third rail. If necessary, they may have dual power systems — electricity in city streets, trams are now included in the wider term light rail, which also includes segregated systems. The English terms tram and tramway are derived from the Scots word tram, referring respectively to a type of truck used in coal mines and the tracks on which they ran. The word tram probably derived from Middle Flemish trame, a Romanesque word meaning the beam or shaft of a barrow or sledge, the identical word la trame with the meaning crossbeam is also used in the French language. The word Tram-car is attested from 1873, although the terms tram and tramway have been adopted by many languages, they are not used universally in English, North Americans prefer streetcar, trolley, or trolleycar. The term streetcar is first recorded in 1840, and originally referred to horsecars, when electrification came, Americans began to speak of trolleycars or later, trolleys. The troller design frequently fell off the wires, and was replaced by other more reliable devices. The terms trolley pole and trolley wheel both derive from the troller, Modern trams often have an overhead pantograph mechanical linkage to connect to power, abandoning the trolley pole altogether. Conventional diesel tourist buses decorated to look like streetcars are sometimes called trolleys in the US, the term may also apply to an aerial ropeway, e. g. the Roosevelt Island Tramway. Over time, the trolley has fallen into informal use
Tram
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Trams in Vienna, one of the largest existing networks in the world
Tram
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The Welsh Swansea and Mumbles Railway ran the world's first passenger tram service
Tram
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Steam hauled tram in Italy c 1890s
Tram
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A San Francisco cable car: a cable pulled system, still operating as of 2015 [update]
17.
Track (rail transport)
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The track on a railway or railroad, also known as the permanent way, is the structure consisting of the rails, fasteners, railroad ties and ballast, plus the underlying subgrade. It enables trains to move by providing a surface for their wheels to roll upon. For clarity it is referred to as railway track or railroad track. Tracks where electric trains or electric trams run are equipped with a system such as an overhead electrical power line or an additional electrified rail. The term permanent way also refers to the track in addition to structures such as fences etc. Most railroads with heavy traffic use continuously welded rails supported by sleepers attached via baseplates that spread the load, a plastic or rubber pad is usually placed between the rail and the tieplate where concrete sleepers are used. The rail is held down to the sleeper with resilient fastenings. For much of the 20th century, rail track used softwood timber sleepers and jointed rails, jointed rails were used at first because contemporary technology did not offer any alternative. The joints also needed to be lubricated, and wear at the mating surfaces needed to be rectified by shimming. For this reason jointed track is not financially appropriate for heavily operated railroads, timber sleepers are of many available timbers, and are often treated with creosote, copper-chrome-arsenic, or other wood preservative. Pre-stressed concrete sleepers are used where timber is scarce and where tonnage or speeds are high. Steel is used in some applications, the track ballast is customarily crushed stone, and the purpose of this is to support the sleepers and allow some adjustment of their position, while allowing free drainage. A disadvantage of traditional track structures is the demand for maintenance, particularly surfacing and lining to restore the desired track geometry. Weakness of the subgrade and drainage deficiencies also lead to maintenance costs. This can be overcome by using ballastless track, in its simplest form this consists of a continuous slab of concrete with the rails supported directly on its upper surface. There are a number of systems, and variations include a continuous reinforced concrete slab. Many permutations of design have been put forward, however, ballastless track has a high initial cost, and in the case of existing railroads the upgrade to such requires closure of the route for a long period. Its whole-life cost can be lower because of the reduction in maintenance, some rubber-tyred metros use ballastless tracks
Track (rail transport)
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Ballastless high-speed track in China
Track (rail transport)
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Track gauge
Track (rail transport)
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Ladder track at Shinagawa Station, Tokyo, Japan
Track (rail transport)
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Diagram of cross section of 1830s ladder type track used on the Leeds and Selby Railway
18.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
Track gauge
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Indian Narrow and Broad gauge tracks
Track gauge
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Track gauge
Track gauge
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Fish-belly cast-iron rails from the Cromford and High Peak Railway
Track gauge
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An early Stephenson locomotive
19.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
Standard gauge
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Track gauge
20.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
Railway electrification system
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Electric locomotives under the wires in Sweden.
Railway electrification system
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Railroad rotary converter at Illinois Railway Museum
Railway electrification system
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Mercury arc rectifier
21.
Overhead line
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An overhead line or overhead wire is used to transmit electrical energy to trams, trolleybuses, or trains. Overhead line is designed on the principle of one or more overhead wires situated over rail tracks, the feeder stations are usually fed from a high-voltage electrical grid. Electric trains that collect their current from overhead lines use a device such as a pantograph and it presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram, non-electric locomotives may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance. Alternative electrical power transmission schemes for trains include third rail, ground-level power supply, batteries and this article does not cover regenerative braking, where the traction motors act as generators to retard movement and return power to the overhead. To achieve good high-speed current collection, it is necessary to keep the wire geometry within defined limits. This is usually achieved by supporting the wire from a second wire known as the messenger wire or catenary. This wire approximates the path of a wire strung between two points, a catenary curve, thus the use of catenary to describe this wire or sometimes the whole system. This wire is attached to the wire at regular intervals by vertical wires known as droppers or drop wires. It is supported regularly at structures, by a pulley, link, the whole system is then subjected to a mechanical tension. As the contact wire makes contact with the pantograph, the insert on top of the pantograph is worn down. The straight wire between supports will cause the wire to cross over the whole surface of the pantograph as the train travels around the curve, causing uniform wear. On straight track, the wire is zigzagged slightly to the left. The movement of the wire across the head of the pantograph is called the sweep. The zigzagging of the line is not required for trolley poles. Depot areas tend to have only a wire and are known as simple equipment or trolley wire. When overhead line systems were first conceived, good current collection was only at low speeds. Compound equipment - uses a second wire, known as the auxiliary
Overhead line
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Overhead lines on Swiss Federal Railways
Overhead line
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Overhead lines in China
Overhead line
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Overhead lines in Denmark near Roskilde. For aesthetic reasons the support structure is constructed from hollow Corten steel masts.
Overhead line
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Brussels-South, overhead wires suspended across multiple tracks.
22.
Volt
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The volt is the derived unit for electric potential, electric potential difference, and electromotive force. One volt is defined as the difference in potential between two points of a conducting wire when an electric current of one ampere dissipates one watt of power between those points. It is also equal to the difference between two parallel, infinite planes spaced 1 meter apart that create an electric field of 1 newton per coulomb. Additionally, it is the difference between two points that will impart one joule of energy per coulomb of charge that passes through it. It can also be expressed as amperes times ohms, watts per ampere, or joules per coulomb, for the Josephson constant, KJ = 2e/h, the conventional value KJ-90 is used, K J-90 =0.4835979 GHz μ V. This standard is typically realized using an array of several thousand or tens of thousands of junctions. Empirically, several experiments have shown that the method is independent of device design, material, measurement setup, etc. in the water-flow analogy sometimes used to explain electric circuits by comparing them with water-filled pipes, voltage is likened to difference in water pressure. Current is proportional to the diameter of the pipe or the amount of water flowing at that pressure. A resistor would be a reduced diameter somewhere in the piping, the relationship between voltage and current is defined by Ohms Law. Ohms Law is analogous to the Hagen–Poiseuille equation, as both are linear models relating flux and potential in their respective systems, the voltage produced by each electrochemical cell in a battery is determined by the chemistry of that cell. Cells can be combined in series for multiples of that voltage, mechanical generators can usually be constructed to any voltage in a range of feasibility. High-voltage electric power lines,110 kV and up Lightning, Varies greatly. Volta had determined that the most effective pair of metals to produce electricity was zinc. In 1861, Latimer Clark and Sir Charles Bright coined the name volt for the unit of resistance, by 1873, the British Association for the Advancement of Science had defined the volt, ohm, and farad. In 1881, the International Electrical Congress, now the International Electrotechnical Commission and they made the volt equal to 108 cgs units of voltage, the cgs system at the time being the customary system of units in science. At that time, the volt was defined as the difference across a conductor when a current of one ampere dissipates one watt of power. The international volt was defined in 1893 as 1/1.434 of the emf of a Clark cell and this definition was abandoned in 1908 in favor of a definition based on the international ohm and international ampere until the entire set of reproducible units was abandoned in 1948. Prior to the development of the Josephson junction voltage standard, the volt was maintained in laboratories using specially constructed batteries called standard cells
Volt
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Josephson junction array chip developed by the National Bureau of Standards as a standard volt
Volt
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A multimeter can be used to measure the voltage between two positions.
Volt
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1.5 V C-cell batteries
Volt
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Alessandro Volta
23.
Direct current
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Direct current is a flow of electrical charge carriers that always takes place in the same direction. The current need not always have the magnitude, but if it is to be defined as dc. This contrasts with alternating current which varies the direction of flow, sources of direct current include power supplies, electrochemical cells and batteries, and photovoltaic cells and panels. The intensity, or amplitude, of a direct current might fluctuate with time, in some such cases the dc has an ac component superimposed on it. An example of this is the output of a cell that receives a modulated light communications signal. A source of dc is sometimes called a dc generator, batteries and various other sources of dc produce a constant voltage. This is called pure dc and can be represented by a straight, the peak and effective values are the same. The peak to peak value is zero because the instantaneous amplitude never changes, in some instances the value of a dc voltage pulsates or oscillates rapidly with time, in a manner similar to the changes in an ac wave. The unfiltered output of a wave or a full wave rectifier. In 1820, Hans Christian Orsted discovered that electrical current creates a magnetic field and this discovery made scientists relate magnetism to the electric phenomena. In 1879, Thomas Edison invented the light bulb. He improved a 50-year-old idea using lower current electricity, a vacuum inside the globe and a small carbonized filament. At that time, the idea of lightning was not new. Edison not only invented an incandescent electric light, but an electric lighting system contained all the necessary elements to make the incandescent light safe, economical. Prior to 1879, direct current electricity had been used in lighting for the outdoors and it was in the 1880s when the modern electric utility industry began. It was an evolution from street lighting systems and from gas and it was located in Lower Manhattan, on Pearl Street. This station provided light and electricity to customers in a one square mile range, the station was called Thomas Edisons Pearl Street Electricity Generating Station. This station introduced four elements of an electric utility system, Efficient distribution, competitive price, reliable central generation
Direct current
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Direct Current (red curve). The horizontal axis measures time; the vertical, current or voltage.
24.
Market Street Railway (transit operator)
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The Market Street Railway Company was a commercial streetcar and bus operator in San Francisco. The company was named after the famous Market Street of that city, over the years, the company was also known as the Market Street Railroad Company, the Market Street Cable Railway Company and the United Railroads of San Francisco. The franchise for what would become the Market Street Railway was granted in 1857 to Thomas Hayes, the line was the first horsecar line to open in San Francisco, opened on July 4,1860, as the Market Street Railroad Company. A few years later, the line was converted to steam power utilizing an engine that was part locomotive and part passenger car. Following the opening of the cable hauled Clay Street Hill Railroad in 1873, in 1882, Leland Stanford and associates bought the Market Street Railroad Company and converted its lines to cable haulage. In the process, the name was changed to the Market Street Cable Railway Company. This company was to grow to become San Franciscos largest cable car operator, at its peak, it operated five lines all of which converged into Market Street to a common terminus at the Ferry Building, during rush hours a cable car left that terminus every 15 seconds. In 1893, Stanford died and the company was taken over by the Southern Pacific Railroad, the company was again renamed to the Market Street Railway Company, and began the process of converting its lines to electric traction. In 1895 the company placed an advertisement in the San Francisco Examiner offering horse cars for $20. Many of these became the basis for the community built from streetcars called Carville-by-the-Sea. Conversion to electricity was resisted by opponents who objected to what they saw as ugly overhead lines on the thoroughfares of the city center. At 5,12 am on April 18,1906, those objections were swept away as the great San Francisco earthquake struck, the race to rebuild the city allowed the company to replace all but the steepest of its cable car lines with electric streetcar lines. By this stage, the company had changed again. Horsecars were finally withdrawn from city streets on June 3,1914, by 1918, and assisted by the construction of several tunnels under the citys hills, Muni was in direct competition with the URR down the length of Market Street. The two operators each operated their own pair of tracks down that thoroughfare, which came to be known as the roar of the four. The two Market Street Railway tracks were on the inside and the two San Francisco Municipal Railway tracks were on the outside, competition, labor troubles and a bad accident in 1918 led to the reorganisation of the URR, to re-emerge again as the Market Street Railway Company. This continued to operate electric streetcars throughout the city, the Powell St. cable car lines, and a fleet of buses.5 million. These are the surviving vehicles from the Market Street Railway fleet, Car 578 was built in 1896 by the Hammond Car Company and is a single-truck
Market Street Railway (transit operator)
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Model of a United Railroads cable car, built by employees of the company. This is a model of the 600 series cable car in use in the 1910s. These small streetcars came to be called "dinkeys" in the 1920s when the much larger "white front cars" came into use.
Market Street Railway (transit operator)
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A United Railroads of San Francisco standard car circa 1905
Market Street Railway (transit operator)
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Market Street Railway Co. stock certificate c1920
Market Street Railway (transit operator)
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Car 798 undergoing restoration at Duboce Yard.
25.
Market Street Subway
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The Market Street Subway is a double-decker subway tunnel that carries Muni Metro and BART train traffic in San Francisco, California. It runs under the length of Market Street between Embarcadero Station and Castro Street Station, the upper level is used by Muni Metro lines and the lower level is used by BART lines. BART does not run through the subway, it turns south. The northeastern end of the BART level is connected to the Transbay Tube, on the Muni Metro level, the southwestern end of the Market Street Subway connects to the much-older Twin Peaks Tunnel, and the northeastern end connects to surface tracks along the Embarcadero. The Market Street Railway had existed on the parallel to the subways alignment in some form since 1860 with services terminating at the Ferry Building. To alleviate traffic, plans for a third-rail powered tunnel under Market Street can be dated to at least 1910, by 1918, there were four tracks running down the thoroughfare - two per direction. The Twin Peaks Tunnel had been built with provisions to connect to a tunnel under Market Street. Serious consideration for construction was given while designing the initial BART system. Original plans variously called for the current stations, less Embarcadero, both levels were originally to have carried BART trains, with the lower level reserved for express trains. The top level was finally ceded to Muni when funds for BART construction came short of estimates, an Embarcadero station was planned, with a station box designed into the tunnel, but was not slated to be complete with the initial opening of the subway. Construction, commencing in July 1967, was carried out via the cut-and-cover method, BART trains first ran though the Subway with service as far as Daly City on November 5,1973. Connections through the Transbay Tube were opened for service on September 16,1974. Embarcadero station was opened shortly after on May 27,1976, starting on February 18,1980 and continuing for over a year afterward, Muni replaced surface operations with subway service at all stations in the tunnel. At that point, there were no plans to maintain the tracks on Market Street. Munis Embarcadero portal opened in 1998, and was not a part of the subways plan. T Third trains began running in the subway with the inauguration on April 7,2007. That line will be rerouted through Central Subway, which is a tunnel running underneath the Market Street Subway east of Powell Street Station. The K Ingleside, L Taraval, M Ocean View, and T Third Street Muni Metro lines run through the length of the subway to its direct connection with the Twin Peaks Tunnel
Market Street Subway
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Duboce Portal at Duboce Avenue and Church Street
26.
Twin Peaks (San Francisco)
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The Twin Peaks are two prominent hills with an elevation of about 925 feet located near the geographic center of San Francisco, California. Only 928 foot Mount Davidson is higher within the city, the North and South Twin Peaks, also known as Eureka and Noe respectively, are about 200 m apart, Twin Peaks Boulevard runs a figure eight around them. The peaks form a divide for the coastal fog pushed in from the Pacific Ocean. Their west-facing slopes often get fog and strong winds, while the east-facing slopes receive more sun, elevation at each summit is just over 900 feet. Thin, sandy soil is commonplace on Twin Peaks, making them susceptible to erosion, before the arrival of the Europeans, the native Ohlone people may have used Twin Peaks as a lookout or hunting ground. The ecological diversity of Twin Peaks provided medicinal or ceremonial plants, grains, when the Spanish conquistadors and settlers arrived at the beginning of the 18th century, they called the area Los Pechos de la Chola or Breasts of the Indian Maiden and devoted the area to ranching. When San Francisco passed under American control during the 19th century, christmas Tree Point lies some 70 ft below the North Peak and offers vistas of San Francisco and San Francisco Bay. To the north is one of the many reservoirs. It is owned by the San Francisco Fire Department, and supplies water to the Fire Departments independent HPFS water system for fighting fires, established after the 1906 earthquake, the top of Twin Peaks is undeveloped. It is part of the 31 acres Twin Peaks Natural Area, managed and owned by the San Francisco Recreation and these preserved areas are home to many natural resources and wildlife. As part of the Mission blue butterfly habitat conservation, Twin Peaks is one of the few remaining habitats for endangered species. Many bird species, insects and vegetation thrive in these areas, the Muni Metro Twin Peaks Tunnel runs beneath Twin Peaks, linking Downtown San Francisco with West Portal and the southwestern part of the city. There is no public transportation all the way to the top of the Peaks, the San Francisco Police Department Academy is at the base of the peaks. The name Twin Peaks is also applied to the surrounding neighborhood, 49-Mile Scenic Drive List of San Francisco, California Hills Twin Peaks. Treasures in the curves and swells of Twin Peaks
Twin Peaks (San Francisco)
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The Twin Peaks
Twin Peaks (San Francisco)
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Twin Peaks Boulevard, 1920
Twin Peaks (San Francisco)
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Night View of San Francisco from Twin Peaks
Twin Peaks (San Francisco)
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View of San Francisco from Twin Peaks
27.
Streetcar
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A tram is a rail vehicle which runs on tracks along public urban streets, and also sometimes on a segregated right of way. The lines or networks operated by tramcars are called tramways, Tramways powered by electricity, the most common type historically, were once called electric street railways. However, trams were used in urban areas before the universal adoption of electrification. Tram lines may run between cities and/or towns, and/or partially grade-separated even in the cities. Very occasionally, trams also carry freight, Tram vehicles are usually lighter and shorter than conventional trains and rapid transit trains, but the size of trams is rapidly increasing. Some trams may also run on railway tracks, a tramway may be upgraded to a light rail or a rapid transit line. For all these reasons, the differences between the modes of rail transportation are often indistinct. In the United States, the tram has sometimes been used for rubber-tired trackless trains. Today, most trams use electrical power, usually fed by a pantograph, in some cases by a sliding shoe on a third rail. If necessary, they may have dual power systems — electricity in city streets, trams are now included in the wider term light rail, which also includes segregated systems. The English terms tram and tramway are derived from the Scots word tram, referring respectively to a type of truck used in coal mines and the tracks on which they ran. The word tram probably derived from Middle Flemish trame, a Romanesque word meaning the beam or shaft of a barrow or sledge, the identical word la trame with the meaning crossbeam is also used in the French language. The word Tram-car is attested from 1873, although the terms tram and tramway have been adopted by many languages, they are not used universally in English, North Americans prefer streetcar, trolley, or trolleycar. The term streetcar is first recorded in 1840, and originally referred to horsecars, when electrification came, Americans began to speak of trolleycars or later, trolleys. The troller design frequently fell off the wires, and was replaced by other more reliable devices. The terms trolley pole and trolley wheel both derive from the troller, Modern trams often have an overhead pantograph mechanical linkage to connect to power, abandoning the trolley pole altogether. Conventional diesel tourist buses decorated to look like streetcars are sometimes called trolleys in the US, the term may also apply to an aerial ropeway, e. g. the Roosevelt Island Tramway. Over time, the trolley has fallen into informal use
Streetcar
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Trams in Vienna, one of the largest existing networks in the world
Streetcar
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The Welsh Swansea and Mumbles Railway ran the world's first passenger tram service
Streetcar
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Steam hauled tram in Italy c 1890s
Streetcar
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A San Francisco cable car: a cable pulled system, still operating as of 2015 [update]
28.
AT&T Park
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AT&T Park is a baseball park located in the South Beach neighborhood of San Francisco, California. Since 2000, it has served as the home of the San Francisco Giants, originally named Pacific Bell Park, then SBC Park in 2003 after SBC Communications acquired Pacific Bell, the stadium was ultimately christened AT&T Park in 2006 following SBCs buyout of AT&T. The park stands along the San Francisco Bay, a segment of which is named McCovey Cove in honor of former Giants player Willie McCovey, AT&T Park has also played host to both professional and collegiate American football games. Professionally, AT&T Park was the home of the San Francisco Demons of the XFL, the stadium can be reached via San Franciscos Muni Metro, the 2nd and King Station is directly outside the ballpark. Originally designed to be a 42, 000-seat stadium, there were slight modifications before the design was complete. When the ballpark was brought to the box in the fall of 1996 for voter approval. Also the center-field scoreboard was atop the wall and the Giants Pavilion Building were two separate buildings. Groundbreaking on the ballpark began on December 11,1997, in the waterfront area of San Francisco known as China Basin in the up-and-coming neighborhoods of South Beach. The stadium cost $357 million to build and supplanted the Giants former home, Candlestick Park, a team of engineers from UC Davis was consulted in the design process of the park resulting in wind levels that are approximately half those at Candlestick. Fans had shivered through 40 seasons at The Stick and looked forward to warmer temperatures at the new ballpark, when it opened on March 31,2000, the ballpark was the first Major League ballpark built without public funds since the completion of Dodger Stadium in 1962. However, the Giants did receive a $10 million tax abatement from the city, the Giants have a 66-year lease on the 12. 5-acre ballpark site, paying $1.2 million in rent annually to the San Francisco Port Commission. The park opened with a capacity of 40,800. In April 2010, the became the first MLB ballpark to receive LEED Silver Certification for Existing Buildings, Operations. The opening series took place April 11–13,2000 against the Los Angeles Dodgers, in the first game of that series, the Giants lost 6–5, highlighted by three home runs from the Dodgers Kevin Elster. On May 1,2000, Barry Bonds became the first player to hit a splash hit home run into McCovey Cove, in just its first few years of existence, the ballpark saw its share of historic events primarily due to veteran Giants outfielder Barry Bonds. On April 17,2001, Bonds hit his 500th career home run at then-Pacific Bell Park. Later that year, he set the season home run record when he hit home runs number 71,72. On August 9,2002, Bonds hit his 600th career home run at the park
AT&T Park
AT&T Park
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AT&T Park
AT&T Park
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Barry Bonds passes Harmon Killebrew for seventh on the all-time home run list on May 13, 2002. Note the sign on the scoreboard saying "Pacific Bell Park".
AT&T Park
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The 24-foot (7.3 m) high wall in right field
29.
The Castro, San Francisco
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The Castro District, commonly referenced as The Castro, is a neighborhood in Eureka Valley in San Francisco. The Castro was one of the first gay neighborhoods in the United States, San Franciscos gay village is mostly concentrated in the business district that is located on Castro Street from Market Street to 19th Street. It extends down Market Street toward Church Street and on sides of the Castro neighborhood from Church Street to Eureka Street. Some consider it to include Duboce Triangle and Dolores Heights, which both have a strong LGBT presence and it reappears in several discontinuous sections before ultimately terminating at Chenery Street, in the heart of Glen Park. Castro Street was named for José Castro, a Californian leader of Mexican opposition to U. S. rule in California in the 19th century, and alcalde of Alta California from 1835 to 1836. The neighborhood now known as the Castro was created in 1887 when the Market Street Railway Company built a line linking Eureka Valley to downtown. In 1891, Alfred E. Clarke built his mansion at the corner of Douglass and it survived the 1906 earthquake and fire which destroyed a large portion of San Francisco. Up to the 19th century, the possession of the Russian Empire in North America included the modern-day U. S. State of Alaska and settlements in the modern-day U. S. states of California. These Russian possessions were collectively and officially referred to by the name Russian America from 1733 to 1867, formal incorporation of the possessions by Russia did not take place until the establishment of the Russian-American Company in 1799. At the time, Russia was a young naval power. From the start, in 1840–1865, three consecutive Finnish pastors served this pastorate, Uno Cygnaeus, Gabriel Plathán and Georg Gustaf Winter, the Finns Aaron Sjöstrom and Otto Reinhold Rehn served as the parish organists/sextons during the same period. In 1841, under the governorship of Russian America by Finnish Arvid Adolf Etholén, during the final three decades of the existence of Russian America, Finnish Chief Managers of Russian America included Arvid Adolf Etholén in 1840–1845 and Johan Hampus Furuhjelm in 1859–1864. A third Finn, Johan Joachim von Bartram, declined the offer for the term between 1850 and 1855. All three were high ranking Imperial naval officers, in reference to San Francisco, researcher Maria J. Enckell states the following about the Finns in the Russian-American Company, Russia relied heavily on Finnish seamen. These seamen manned Russian naval ships as well as its deep-sea-going vessels, Company records show that in the early 1800s these ships were crewed predominantly by merchant seamen from Finland. From 1840 onward the Companys around-the-world ships were manned entirely by Finnish merchant skippers, Most Company ships stationed in Sitka and the Northern Pacific were likewise manned by Finnish skippers and Finnish crews. During the California Gold Rush and in its aftermath, a substantial Finnish population had settled in San Francisco, accordingly, Kalevalas visit in the city received a very warm welcome and created much attention. In addition to the Finnish-built corvette Kalevala now returning to the U. S, Finnish officers serving in the squadron included Theodor Kristian Avellan, who later became the Minister of Naval Affairs of the Russian Empire
The Castro, San Francisco
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Castro Street and its namesake neighborhood, the Castro
The Castro, San Francisco
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Castro Street Pedcrossing with Rainbow Flag Color
The Castro, San Francisco
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Corner of 20th Street and Castro
The Castro, San Francisco
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A festive dinner party arranged in honor of Admiral Popoff and the naval officers of the Russian Pacific Fleet visiting San Francisco in 1863.
30.
West Portal, San Francisco
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West Portal is a small neighborhood in San Francisco, California. Similar to adjacent Forest Hill and St. Francis Wood, West Portal is a residential area of the City. The neighborhoods main corridor, West Portal Avenue, serves as a shopping district of southwestern San Francisco. West Portal is located at the edge of the hills in central San Francisco. The neighborhood is named for the terminus of the Muni tunnel beneath Twin Peaks that opened in 1918. The ride in the subway from West Portal to Castro Station is about ten minutes, because of its small size and mom and pop stores, restaurants, and saloons, the neighborhood is often described as having a village atmosphere. The neighborhood is served by a branch of the San Francisco Public Library
West Portal, San Francisco
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A residential street in West Portal
31.
Portland, Oregon
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Portland is a port and the largest city in the U. S. state of Oregon and the seat of Multnomah County. It is in the Willamette Valley region of the Pacific Northwest, at the confluence of the Willamette, the city covers 145 square miles and had an estimated population of 632,309 in 2015, making it the 26th most populous city in the United States. Approximately 2,389,228 people live in the Portland metropolitan statistical area and its Combined Statistical Area ranks 17th with a population of 3,022,178. Roughly 60% of Oregons population resides within the Portland metropolitan area, named after Portland, Maine, the Oregon settlement began to be populated in the 1830s near the end of the Oregon Trail. Its water access provided convenient transportation of goods, and the industry was a major force in the citys early economy. At the turn of the 20th century, the city had a reputation as one of the most dangerous cities in the world. After the citys economy experienced a boom during World War II. Beginning in the 1960s, Portland became noted for its liberal political values, and the city has earned a reputation as a bastion of counterculture. According to a 2009 Pew Research Center study, Portland ranks as the eighth most popular American city, the city operates with a commission-based government guided by a mayor and four commissioners as well as Metro, the only directly elected metropolitan planning organization in the United States. The city government is notable for its planning and investment in public transportation. Its climate is marked by warm, dry summers and cool and this climate is ideal for growing roses, and Portland has been called the City of Roses for over a century. Keep Portland Weird is a slogan for the city. During the prehistoric period, the land that would become Portland was flooded after the collapse of glacial dams from Lake Missoula and these massive floods occurred during the last ice age and filled the Willamette Valley with 300 to 400 feet of water. The Chinook people occupying the land which would become Portland were first documented by Meriwether Lewis, before its European settlement, the Portland Basin of the lower Columbia River and Willamette River valleys had been one of the most densely populated regions on the Pacific Coast. Large numbers of settlers began arriving in the Willamette Valley in the 1830s via the Oregon Trail. In the early 1840s a new settlement began emerging ten miles from the mouth of the Willamette River and this community was initially referred to as Stumptown and The Clearing because of the many trees cut down to allow for its growth. In 1843 William Overton saw potential in the new settlement but lacked the funds to file a land claim. For 25 cents Overton agreed to half of the 640-acre site with Asa Lovejoy of Boston
Portland, Oregon
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Clockwise: View of Portland with Mount St. Helens in background; downtown cityscape; Arlene Schnitzer Concert Hall; Pioneer Courthouse; Mt. Tabor Reservoir; Skyline Memorial Gardens
Portland, Oregon
Portland, Oregon
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Pioneer Courthouse, 1886
Portland, Oregon
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Portland waterfront in 1898
32.
Robertson Tunnel
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The Robertson Tunnel is a twin-bore light rail tunnel through the Tualatin Mountains west of Portland, Oregon, United States, used by the MAX Blue and Red Lines. The tunnel is 2.9 miles long and consists of twin 21-foot-diameter tunnels, there is one station within the tunnel at Washington Park, which at 259 feet deep is the deepest subway station in the United States and the fifth-deepest in the world. Trains are in the tunnel for about 5 minutes, which includes a stop at the Washington Park station, the tunnel has won several worldwide engineering and environmental awards. It was placed into service September 12,1998, the tunnels pass through basalt layers up to 16 million years old. Due to variations in the composition, the tunnel curves mildly side to side and up. The tunnels vary from 80 to 300 feet below the surface, a core sample taken during construction is on display with a timeline of local geologic history. The east tunnel entrance is near Vista Bridge at the edge of the Goose Hollow neighborhood at the foot of Washington Park. The west entrance is along U. S. Highway 26 just west of the Finley-Sunset Hills cemetery, the tunnel is named for William D. Robertson, who served on the TriMet board of directors and was its president at the time of his death. Originally, it was expected that the westside MAX line would be adjacent to the Sunset Highway, reliability, weather conditions, public opinion, and environmental concerns led to choosing to tunnel through the Tualatin Mountains instead. Construction began in the summer of 1993 at the west end, more than 75 tons of explosives were used and mining progressed about a mile into the hill. East end construction began in August 1994 with a tunnel boring machine. One worker was killed while operating equipment, Tunnel construction continued 24 hours a day, six days per week. The north tunnelers met after 16 months on December 29,1995, work in the south tunnel took only four months before the tunneling teams met on August 15,1996. To complete the west end at the cemetery,14 bodies were relocated, the original estimate for the tunnel was $103. The tunnel generally follows – but remains north of – U. S. Highway 26, during construction, the east portal was west of Canyon Road, below City of Portland Reservoir 4. After completion, the road was raised and an overpass placed over the track, beginning at the east end, under Canyon Road the tunnel turns SSW for about 300 m where it turns WSW under the large field east of the Elephant House. Twelve hundred meters later it is directly under and follows SW Kingston Road at a point 250 m north of the elephant exhibit. For the next 250 m, it arcs until almost directly westward, after the station, it passes under the south side of the World Forestry Centers main building and turns 4° northward and continues for its longest straight stretch of 900 meters
Robertson Tunnel
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Robertson Tunnel is named mid-platform in the Washington Park station
Robertson Tunnel
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Core sample and geologic time display in the Washington Park station in the Robertson Tunnel
Robertson Tunnel
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east end of the tunnel goes under Washington Park
Robertson Tunnel
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west end of the tunnel just below Finley-Sunset Memorial Park
33.
Sunset Tunnel
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The Sunset Tunnel is a 4,232 ft -long light rail/streetcar tunnel in San Francisco, California. The tunnel runs under the hill adjacent to Buena Vista Park and is used exclusively by the N Judah Muni Metro line. The tunnel was opened on 21 October 1928 in a ceremony presided over by Mayor James Rolph, access to the tunnel is restricted to San Francisco Municipal Railway light rail trains only. Despite the access limitations, this tunnel is not well protected, from time to time, automobile drivers manage to drive their cars into the tunnel
Sunset Tunnel
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The western portal of the Sunset Tunnel
Sunset Tunnel
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The N Judah entering the eastern portal of the Sunset Tunnel
34.
San Francisco Chronicle
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It was founded in 1865 as The Daily Dramatic Chronicle by teenage brothers Charles de Young and Michael H. de Young. The paper is owned by the Hearst Corporation, which bought it from the de Young family in 2000. The paper benefited from the growth of San Francisco and was the largest circulation newspaper on the West Coast of the United States by 1880. Like many other newspapers, it has experienced a fall in circulation in the early 21st century. The newspaper publishes two web sites, SFGate, which has a mixture of news and web features. Between World War II and 1971, new editor Scott Josephine Newhall took a bold, the newspaper grew in circulation to become the citys largest, overtaking the rival San Francisco Examiner. The demise of other San Francisco dailies through the late 1950s and early 1960s left the Examiner, from 1965 on the two papers shared a single classified-advertising operation. This arrangement stayed in place until the Hearst Corporation took full control of the Chronicle, beginning in the early 1990s, the Chronicle started to face competition beyond the borders of San Francisco. The Chronicle launched five zoned sections to appear in the Friday edition of the paper, the sections covered San Francisco, and four different suburban areas. They each featured a unique columnist, enterprise pieces and local news specific to the community, the newspaper added 40 full-time staff positions to work in the suburban bureaus. The de Young family controlled the paper, via the Chronicle Publishing Company, until July 27,2000, following the sale, the Hearst Corporation transferred the Examiner to the Fang family, publisher of the San Francisco Independent and AsianWeek, along with a $66-million subsidy. Under the new owners, the Examiner became a free tabloid, in 1949, the de Young family founded KRON-TV, the Bay Areas third television station. Until the mid-1960s, the station, operated from the basement of the Chronicle Building, KRON moved to studios at 1001 Van Ness Avenue. The frequent bold-faced, all-capital-letter headlines typical of the Chronicles front page were eliminated, editor Ward Bushees note heralded the issue as the start of a new era for the Chronicle. On July 6,2009, the paper unveiled some alterations to the new design that included yet newer section fronts and wider use of color photographs and graphics. In a special section publisher Frank J. Vega described new, the newer look was accompanied by a reduction in size of the broadsheet. On November 9,2009, the Chronicle became the first newspaper in the nation to print on high-quality glossy paper, the high-gloss paper is used for some section fronts and inside pages. As of 2013 the publisher of the Chronicle is Jeffrey Johnson, audrey Cooper was named editor-in-chief in January 2015 and is the first woman to hold the position
San Francisco Chronicle
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San Francisco Chronicle cover, April 22, 1906
San Francisco Chronicle
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The Old Chronicle Building following the 1906 earthquake and fire
San Francisco Chronicle
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Bill German,left, the Chronicle 's editor emeritus and Page One Editor Jack Breibart in the newsroom, March 1994
San Francisco Chronicle
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San Francisco Chronicle CEO John Sias announces the sale of the San Francisco Chronicle to the Hearst Corporation August 6, 1999.
35.
J Church
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The J Church is a Muni Metro light rail line in San Francisco, California, mainly serving the Noe Valley and Balboa Park neighborhoods, connecting them to downtown. It began as one of San Franciscos streetcar lines in 1917, buses cannot negotiate the grades, and the right-of-way is too narrow to accommodate anything wider than the streetcar tracks. The line runs from Embarcadero Station in the Financial District to Balboa Park Station, the downtown portion of the line uses the Market Street Subway, along with four other Muni Metro lines. The J exits the tunnel at Duboce Avenue along with the N Judah, between 18th and 20th Street, the line cuts through Dolores Park in a private right-of-way featuring a 9% grade, the steepest section of the Muni Metro. After crossing 20th Street, it cuts across the blocks east of Church, around a steep hill, the J then follows Church to 30th Street, then to San Jose Avenue and Geneva. Between Randall and Cotter Streets, there is a right-of-way in the middle of San Jose Avenue, at the end of the line, the J loops around the Metro yard at San Jose and Geneva, alongside Balboa Park Station. The J Church line stops at stations for the downtown section of the route. Most of the stops are designated by a sign on the sidewalk. The J Church begins service at 5 a. m. weekdays,6 a. m, sundays and continues until 12,15 a. m. every night. Headways range from 7 to 15 minutes during the day, and 15 to 20 minutes at night, there is no late night service along the entire J line. Some of the route is covered by the L-Owl and N-Owl service provided by buses run on Market Street between Church Street and Steuart Street. Owl service on the 24 Divisadero line runs near the portion of the J line north of 30th Street, the outer end of the line was originally at Church and 30th Streets, where streetcars used a wye to turn around. In 1991, the tracks were extended to the Balboa Park BART station, however, the 2. 3-mile new section was initially used only by light rail cars starting or ending their runs, all-day J-line service was not extended along the new tracks until March 1992. This extension of the J-line to the Metro Center now also provides vintage F Market cars a connection to the adjacent Geneva Yard, occasionally J-Church streetcars use the wye at 30th and Church as a terminus during rush hours, or during irregular operations. With the completion of the M Ocean View Subway, the J Church will be re-routed to connect with the M Ocean View at a new subway station at SF State. Future ideas for extensions include a north of Church and Duboce Streets along Fillmore Street to Fort Mason. When these extensions occur, it is whether the J Church will be re-titled to J San Jose or keep its current designation. Inbound to outbound J Church on SFMTAs site J Church schedule J Church map, J-Church route information from the SF Muni Map Project
J Church
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Looking south along the private right-of-way near 20th Street
36.
N Judah
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The N Judah is a Muni Metro light rail line in San Francisco, California, so named as it runs along Judah Street for much of its length, named after railroad engineer Theodore Judah. It links downtown San Francisco to the Cole Valley and Sunset neighborhoods and it is the busiest line in the Muni Metro system, serving an average of 41,439 weekday passengers in 2013. It was one of San Franciscos streetcar lines, beginning operation in 1928, while many streetcar lines were converted to bus lines after World War II, the N Judah remained a streetcar line due to its use of the Sunset Tunnel. The line runs from the Caltrain depot in the Mission Bay district to Ocean Beach, from the Caltrain depot at Fourth and King Streets, it runs along King Street and the Embarcadero, passing by AT&T Park. It then enters the Market Street Subway, which it shares with the five other Muni Metro lines and it exits the tunnel at Church Street and, after a brief stretch along Duboce Avenue to Duboce Park, enters the older Sunset Tunnel. This tunnel serves to avoid a hill and contains no underground stations, on Judah between 9th Avenue and 19th Avenue the N runs on a right-of-way that is slightly raised above the surrounding street. There is a loop in the intersection at Judah, La Playa, the N Judah line stops at large stations for the downtown section of the route and at smaller stops on the rest of the line. Muni bus routes provide service to all stations and other systems with access to the stations are noted. As with all Muni lines, service begins around 5 a. m. on weekdays,6 a. m. on Saturdays and it operates at high frequencies, mainly between 7 and 12 minutes, and mostly utilizes two-car trains during Muni Metro hours of operation. Late night service is provided by the N Owl diesel bus line and this line is generally the same as the daytime N Judah line, except it follows surface streets instead of going through the streetcar-only Market Street Subway and Sunset Tunnel. It then takes Church, Hermann and Fillmore to get to Haight Street, where it bypasses the hill above the Sunset Tunnel. It turns off Haight at Cole, and then rejoins the daytime N line at Carl, originally, the line was operated on the Market Street Railway before being rerouted underground through the Market Street Subway in 1980. The extension to King Street Station and Caltrain was opened in 1998, on December 5,2009, SFMTA eliminated the portion of the N Judah line between Embarcadero and 4th & King/Caltrain on weekends and holidays. N Owl service was not affected by this change, weekend service to the Caltrain depot was restored in October 2011. After concerns from riders of constant overcrowding of the trains on the N Judah line, starting off as a pilot program, the NX was intended to relieve overcrowding during rush hours every ten minutes. It follows the end of the N Judah route from Ocean Beach to 19th Avenue, then operates nonstop from there to the Financial District where it stops at Bush. This will allow the N Judah to run three car trains as opposed to the current two car trains, additional plans include a non-revenue L Taraval to N Judah connector, which may run on 46th Avenue. Inbound to outbound N Judah on SFMTAs site N Judah schedule N Judah map, N Judah route information from the SF Muni Map Project The N-Judah Chronicles
N Judah
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Two N Judah trains on Judah Street near 9th Avenue
N Judah
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A Boeing LRV newly in service on the N Judah, on Duboce Avenue, in March 1980
N Judah
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N Judah train entering the eastern portal of the Sunset Tunnel
37.
List of Muni Metro stations
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Muni Metro is a light rail/streetcar system serving San Francisco, California. In 1998, four stations on The Embarcadero opened, connecting the newly constructed AT&T Park. In 2007, the T Third Street line was started along 18 new surface stations built along new track laid from Caltrain down the side of the city to the city line. The system consists of nine stations and twenty-four surface stations with high-level 34 inches platforms that allow for level boarding. There are also eighty-seven surface stops whose features vary anywhere between low-level platforms, traffic islands, and markers painted on utility poles. Four stations, from Embarcadero to Civic Center, are shared with Bay Area Rapid Transit, the oldest stations are Forest Hill and West Portal, built in 1918, while the newest stations were opened as part as the Third Street Light Rail Project in 2007. Further stations have truncated platforms, usually with only to the leading car to facilitate accessibility. The T Third Street station platform is located on the median of 4th Street immediately southeast of the intersection
List of Muni Metro stations
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Powell Street station
List of Muni Metro stations
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J Church
List of Muni Metro stations
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Civic Center station
List of Muni Metro stations
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Church Street station
38.
Dolores Park
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Mission Dolores Park, often abbreviated to Dolores Park, is a Leave no Trace city park in San Francisco, California. It is located two blocks south of Mission Dolores at the edge of the Mission District. Dolores Park is bounded by 18th Street on the north, 20th Street on the south, Dolores Street on the east, the northern end of Dolores Park is located directly across the street from Mission High School. On its eastern, southern and western sides, the park is surrounded by buildings of two to four stories, in various architectural styles. South of the park is an area known as Dolores Heights. Dolores Park offers several features including many tennis courts, a court, a multi-purpose court, a soccer field, a pissoir, a childrens playground. The southern half of the park is notable for its views of the Mission district, downtown, the San Francisco Bay. The Muni Metro J-Church streetcar line runs through the park along its western border, the park lies east of Twin Peaks in the warm and sunny microclimate of the Mission neighborhood, which was named one of the coolest neighborhoods in the world in 2016. Native Americans of the Chutchui village of the Yelamu tribe inhabited the area prior to the arrival of Spanish missionaries, the cemetery was moved to San Mateo County when San Francisco land became too valuable for the dead and burial within the city limits was prohibited. The graves were moved to Colma, where they still rest today at Hills of Eternity and it passed by 73. 9% later in the same year, initiating the creation of what was back then named Mission Park. In 1905, the City of San Francisco bought the land for $291,350, in 1906-07, the park served as a refugee camp for more than 1600 families made homeless by the 1906 San Francisco earthquake and fire. Camp life after the earthquake ended in the summer of 1908, some people kept their temporary shacks as houses and a few still survive today scattered across western San Francisco. In 1917, the J-Church streetcar line, which runs one side of the park. Until after World War II, the Mission District was largely inhabited by European Americans, which from the 1950s to the 1970s were replaced by an influx of Latino immigrants. The Mexican Liberty Bell is a bell that Hidalgo rang in 1810 in the Mexican city of Dolores Hidalgo. In 2014, the replica was relocated by around 25 feet during the renovations of Mission Dolores Park, in subsequent decades, the park also became popular among LGBT residents from the nearby Castro district and among young professionals who moved to the area to work at Internet tech companies. Numerous community-driven meetings lead to the design of the improvement project. The park was opened in January 2016 with a light-up event
Dolores Park
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Dolores Park
Dolores Park
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San Francisco Jewish Cemetery
Dolores Park
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Dolores Park during the annual Dyke March.
Dolores Park
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A panoramic view of Dolores Park, from the Muni stop near Twentieth and Church Streets, with the San Francisco skyline in the distance.
39.
Heritage streetcar
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Heritage streetcars or heritage trams are a part of the efforts to preserve rail traffic heritage. In addition to preserving street running rail vehicles, heritage streetcar operations can include upkeep of historic rail infrastructure, working heritage streetcars are closely related to the growing global heritage railway movement and form a part of the living history of rail transport. As with modern systems, the vehicles are referred to as trams or tramcars in the United Kingdom, Australasia and certain other places. The last two terms are used interchangeably in the United States, with trolley being preferred in the eastern US and streetcar in Canada. In parts of the United States, internally powered buses made to resemble a streetcar, are often referred to—inaccurately—as trolleys, to avoid further confusion with trolley buses, the American Public Transportation Association refers to them as trolley-replica buses. Museums, heritage tram line operators and amateur enthusiast can preserve original vintage vehicles or create replicas of vehicles to re-create or preserve streetcar technology of the past. Heritage vehicles that are fully functional can be used on heritage tramlines or for charter traffic. Heritage tram lines, that offer scheduled service on a certain route, Heritage tramlines that operate on a rail network that mainly serves the interest of modern urban mobility, have difficulty in exhibiting historic tramway infrastructure, apart from the car itself. This kind of tramlines are often operated mainly to attract tourist, some technical aspects of historic tram infrastructure can prevent the use of a heritage line as an integral part of the public transport system. For example, heritage tramlines often lack handicapped access which is required by law in many countries, Heritage tramlines can be either newly installed lines or be surviving older tramlines which have retained use of historic trams for all or most of their scheduled service. Rail tracks designated solely or mainly to heritage streetcar traffic offer best opportunities for preservation of historic streetcar scenes, some heritage tramways use all-new construction while others make use of an existing, usually disused, freight railway, by installing overhead wires and passenger stops. In some cities, new heritage tramways have been installed in the city center, to attract tourists, proponents of such projects claim that using a simple, reliable form of transit from 50 or 100 years ago can bring history to life for 21st century users. However, there are trade-offs, among other things, heritage systems can offer slower speeds, less capacity, the 2014 opened museum Remise covers the history of public transport in the city of Vienna and offers a very extensive tram collection to visitors. The Styrian municipality centre Graz has a museum since 1971 located in the depot of Mariatrost. Another heritage tram is operating in Styria between the station of Mariazell and the nearby Erlaufsee, mainly with Ex-Vienna streetcars. This line was electrified on longer sections and also extended towards the city center. In Amsterdam in the Netherlands the Electrisch Museumtramlijn operates historic trams over a 7 km length of railway line. The tram networks of Hague and Rotterdam have also their tram museums, the association Tramweg Stichting maintains and operates in every three cities its own vehicles, partly as collection of these museums
Heritage streetcar
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A former Porto trolley in Memphis, Tennessee, United States
Heritage streetcar
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French Deûle Valley tourist tram
Heritage streetcar
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Turin historic streetcars at depot
Heritage streetcar
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Port de Sóller to Soller tram, Majorca, Spain
40.
San Francisco cable car system
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The San Francisco cable car system is the worlds last manually operated cable car system. An icon of San Francisco, the car system forms part of the intermodal urban transport network operated by the San Francisco Municipal Railway. Of the 23 lines established between 1873 and 1890, only three remain, two routes from downtown near Union Square to Fishermans Wharf, and a route along California Street. While the cable cars are used to an extent by commuters. They are among the most significant tourist attractions in the city, along with Alcatraz Island, the Golden Gate Bridge, the cable cars are listed on the National Register of Historic Places. The cable cars are not to be confused with San Franciscos heritage streetcars, which operate on Market Street, the first successful cable-operated street railway was the Clay Street Hill Railroad, which opened on August 2,1873. The promoter of the line was Hallidie, and the engineer was William Eppelsheimer, the line involved the use of grip cars, which carried the grip that engaged with the cable, towing trailer cars, the design was the first to use grips. The term grip became synonymous with the operator, the line started regular service on September 1,1873, and its success led it to become the template for other cable car transit systems. It was a success, and Hallidies patents were enforced on other cable car promoters. Accounts differ as to exactly how involved Hallidie was in the inception of the line, the next cable car line to open was the Sutter Street Railway, which converted from horse operation in 1877. This line introduced the side grip, and lever operation, both designed by Henry Casebolt and his assistant Asa Hovey, and patented by Henry Casebolt. This idea was brought about because Casebolt did not want to pay Hallidie royalties of $50,000 a year for use of his patent, the side grip allowed cable cars to cross at intersections. In 1878, Leland Stanford opened his California Street Cable Railroad and this companys first line was on California Street and is the oldest cable car line still in operation. In 1880, the Geary Street, Park & Ocean Railway began operation, the Presidio and Ferries Railway followed two years later, and was the first cable company to include curves on its routes. The curves were let-go curves, where the car drops the cable, in 1883, the Market Street Cable Railway opened its first line. This company was controlled by the Southern Pacific Railroad and was to grow to become San Franciscos largest cable car operator. At its peak, it operated five lines all of which converged into Market Street to a terminus at the Ferry Building, during rush hours, cars left that terminus every 15 seconds. In 1888, the Ferries and Cliff House Railway opened its initial two-line system, the Powell-Mason line is still operated on the same route today, their other route was the Powell-Washington-Jackson line, stretches of which are used by todays Powell-Hyde line
San Francisco cable car system
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Cable Car No. 15 on Powell Street
San Francisco cable car system
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San Francisco Cable Cars
San Francisco cable car system
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A cable car being turned around at the end of the line, August 1964
San Francisco cable car system
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Cable car passengers
41.
E Embarcadero
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The E Embarcadero is a light rail line that is the San Francisco Municipal Railways second heritage streetcar line in San Francisco, California. Trial service first ran during the Sunday Streets events on The Embarcadero in 2008, the line initially ran on weekends only, but expanded to weeklong service in late April 2016. The initial routing of the line is identical to the 32 Embarcadero bus line. Since there is no loop at the Caltrain station, only double-ended streetcars are able to operate on the line until the 19th Street loop is built, in the future, the line may extend northwest past Aquatic Park and through an unused railroad tunnel to Fort Mason. For this reason, existing sidewalk-level stops adjacent to each raised central light-rail stop will be utilized for the E line, for stops north of Market, the new line will use those of the existing F Market & Wharves line. Munis original E streetcar line was the E Union line, running north from the Ferry Building via The Embarcadero to Washington/Jackson streets and this line was discontinued in 1947. Proposals for historic streetcar service along The Embarcadero were first put forward in 1974, and this temporary line was designated E Embarcadero, and it was discontinued when it was replaced in August 1998 by an extension of the N Judah line. In 2007 the new T Third Street line also began operating on this extension, historic streetcar service on The Embarcadero north of Don Chee Way began in March 2000 when the F Market & Wharves line was extended to Fishermans Wharf. The new E Embarcadero line operated on a temporary basis during the 2013 Americas Cup racing, weekend operation officially began on August 1,2015, and weeklong service began on April 23,2016. Official website Market Street Railway website San Francisco Railway Museum Streetcar Fleet Status Fort Mason Center website
E Embarcadero
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Cars 130 and 1010 at the Ferry Building stop. Notice they have the same livery.
42.
F Market & Wharves
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The F Market & Wharves line is one of several light rail lines in San Francisco, California. Despite its heritage status, the F Market & Wharves line is an part of Munis intermodal urban transport network, operating at frequent intervals for 20 hours a day. It carries local commuters and tourists alike, linking residential, business, unlike the San Francisco cable car system, standard Muni fares are levied. The streetcar line was discontinued in 1951 and was replaced by the 30-Stockton route, the F-line designation was therefore available for use by the current line, although that service is over a completely different route from the F-line of 1915 to 1951. Market Street is a major artery for the city of San Francisco. In the 1960s construction began on the Market Street Subway, which would carry BARTs trains on its lower level, all streetcar lines currently operating in the subway previously ran on the surface of Market Street, and were eventually diverted into the upper level of the tunnel. This diversion, together with the provision of new rail cars. The diversion of the Market Street streetcar lines into tunnel and the replacement of the existing streetcars with new rail cars was completed by November 1982. However, the trackage on Market Street was retained. In 1982, San Franciscos cable car lines were shut down for almost two years to allow for a major rebuild, to provide an alternative tourist attraction during this period, the San Francisco Historic Trolley Festivals began in 1983. These summertime operations of vintage streetcars on Market Street were a joint project of the San Francisco Chamber of Commerce, the trolley festival route went from the Transbay Terminal at First and Mission Streets to Market, then up the retained Market Street tracks to Duboce Avenue. From there, it followed a temporary streetcar detour built in the 1970s to bypass subway construction under Market, Duboce, Church Street, the Trolley Festival proved so successful it was repeated every year until 1987. In that year, preparation began for the introduction of a permanent F line, after that year’s festival finished, Muni replaced the old Market Street tracks with new ones, restoring tracks to upper Market Street and recreating a line to Castro. Different types of streetcars were evaluated to provide the backbone of the F-line fleet, resulting in the decision to use the PCC car. Fourteen such cars were acquired second-hand from Philadelphia to add to three of Muni’s own retired double-ended PCCs, at that point in history, this was a rare instance in which a streetcar replaced a bus line in operation, rather than the other way around. Ridership exceeded expectation, and the need for extra cars resulted in the acquisition of ten Peter Witt style cars just being retired in the city of Milan, Italy. These cars were built in the 1920s to a once common in North American cities. The Embarcadero is the eastern waterfront roadway of San Francisco, along San Francisco Bay, at one time busy with port and ferry related traffic, it fell into decline as freight transferred to the container terminals of Oakland and the Bay Bridge replaced the ferries
F Market & Wharves
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Car 1015, one of San Francisco's original double-ended PCC streetcars, on Market Street near the Ferry Building, painted in the colors of the Illinois Terminal Railroad (St. Louis)
F Market & Wharves
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Ex-Milan streetcar on the F Line
F Market & Wharves
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F Market PCC 1053 (Painted in tribute to Brooklyn & Queens Transit Corporation) boards at Castro and Market Streets, preparing to depart for Fisherman's Wharf.
F Market & Wharves
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F Line PCC streetcar at Pier 39
43.
Trolleybuses in San Francisco
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The San Francisco trolleybus system forms part of the public transportation network serving San Francisco, in the state of California, United States. Opened on October 6,1935, it presently comprises 15 lines, in San Francisco, these vehicles are also known as trolley coaches. One of only five such systems currently operating in the U. S. the Muni trolley bus system is the second-largest such system in the Western Hemisphere, a particularly notable feature of its operations are very steep grades. The Muni trolley bus system is complementary to the citys rail-bound Caltrain, Bay Area Rapid Transit, Muni Metro, in addition, it shares some of its overhead wires with the F Market & Wharves streetcar line. Of the latter,40 were New Flyer E60 vehicles,12 of these were retired in early 2013, and the remaining 28 were retired in early January 2015. All of the then-remaining 273 trolleybuses were built by Electric Transit, Inc. mostly in 2001–03, the 240 40-foot units being model 14TrSF, an order was placed in 2014 for 60 New Flyer XT60 articulated vehicles, the systems first low-floor trolleybuses. Two prototypes arrived in March 2015 and May 2015, respectively, delivery of the 58 production-series vehicles began in September 2015, and the series entered service between November 2015 and July 2016. They replaced the 33 ETI 15TrSF articulated trolleybuses, the last of which were retired in April–May 2016 and these changes left the current fleet with the 240 conventional units built by ETI and 60 New Flyer XT60s. The articulated trolleybuses are used on the 5R,14 and 30S lines, the suffix SF in the two ETI model numbers stands for San Francisco. These two types were specially derived from the standard series Škoda 14Tr for use on the Muni system, the model XT60 for New Flyer has prefixes X for Xcelsior and T for electric, and the suffix 60 for the 60-foot bus. The first order to be placed under the 2013 agreement was the 2014 order for 60 articulated trolleybuses, San Francisco Municipal Railway fleet List of trolleybus systems in the United States Perles, Anthony, with John McKane, Tom Matoff, Peter Straus. The Peoples Railway, The History of the Municipal Railway in San Francisco, San Francisco database / photo gallery and San Francisco trolleybus list at Urban Electric Transit – in various languages, including English
Trolleybuses in San Francisco
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ETI 14TrSF trolley bus, Sacramento & Powell Streets, a 17% grade
Trolleybuses in San Francisco
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Muni trolleybus wires at McAllister & Divisadero streets.
Trolleybuses in San Francisco
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An ETI 15TrSF, on Van Ness Avenue at Geary Street, on route 49.
Trolleybuses in San Francisco
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The interior of ETI (Škoda) 14TrSF bus number 5538, on the 30 Stockton route.
44.
List of San Francisco Municipal Railway lines
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The San Francisco Municipal Railway is the public transit system for San Francisco, California. A part of the San Francisco Municipal Transportation Agency, it served 47.35 square miles with an budget of $659.5 million in 2013. Muni is the eighth-largest transit system in the United States, with 219,993,600 riders in 2012. Muni began service on December 28,1912, when the A Geary-Park line was inaugurated, subsequent changes and adjustments to the system gave rise to the lines in use today. The system consists of 84 routes serving the city and some parts of Daly City and Marin County. The names of all Muni routes, except those of cable car lines, have two parts, a number or letter and a street, neighborhood, or landmark, for example, the 1 California line. The bus and trolleybus lines have number designations, the lines have letters. However, Muni maps abbreviate the cable car route names to PM, PH and C, and they are given route numbers 59,60, rapid bus lines run through six major transit corridors through the city. These lines more or less follow the local bus line. Express lines run between the outskirts of the city and downtown or between rail stations and other points in the city. Asterisked lines indicate that they run only during morning peak hours, Owl lines provide night bus service from 1am to 5am daily. The 5 Fulton,24 Divisadero,44 OShaughnessy, and 48 Quintara-24th Street Owl routes are truncated from their daytime counterparts. The L and N Owl motor coaches replace daytime light rail service and run on streets, making local stops, rather than in the Market Street Subway, Twin Peaks Tunnel. List of defunct San Francisco Municipal Railway lines a As with bus stops in general, B The K Ingleside and T Third Street lines are essentially one single line. When entering West Portal Station from Balboa Park Station, a K train changes signs into a T, when entering Embarcadero Station from Sunnydale, a T train changes signs into a K and runs to Balboa Park. C During peak hours, the 8AX and 8BX substitute the 8 in the commute direction. The 8 runs in the reverse commute, list of Muni lines Muni route map
List of San Francisco Municipal Railway lines
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A cable car on the California line at California and Market Streets
45.
Third Street Light Rail Project
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Construction was finished in late 2006, non-revenue weekend service began on January 13,2007, and full service began on April 7,2007. In the two light rail routes proposed, rail service would be extended south to Caltrains Bayshore Station along Third Street from the Financial Disrict. Potential future extensions studied included lines along Hunters Point, in Little Hollywood, the project was initially budgeted at $667 million. As of July 2006, the budget increased by $120 million, the 15-Third bus line was eliminated and the 8-Bayshore bus line was extended to replace the 15 in areas not served by the metro extension, including City College and Fishermans Wharf. The extension was supposed to connect directly to the Bayshore Caltrain Station when the station was in San Francisco County, however, as part of Caltrains 2004 CTX project, Caltrain relocated the Bayshore Station to San Mateo County without informing Muni. To complicate matters, this connection has been plagued by cost, as a result, the southern end of the line terminates at the Sunnydale Station on Bayshore Boulevard for the time being. 18 new stations were built along the line, as part of the project, the entire Third Street corridor was repaved and received new streetlights. Additionally, palm trees were planted, sidewalks reconstructed and the pavement on 3rd Street repaved, stations along the route have a distinctive marquee pole with a sculpture or mobile. Light rail vehicles operate in an exclusive right-of-way in the center of the street along most of the line to bypass vehicular congestion, in addition, transit signal priority has been implemented along the entire corridor. The goal is to allow LRVs to have a light at every intersection so they can travel from station to station without stopping. The Third Street Light Rail Project is the first part of a plan to expand the Muni Metro system. The second phase, known as the Central Subway, will take T Third off the tracks it shares with K Ingleside and N Judah north of 4th and these plans were presented in October 2014 as a third phase and a conceptual fourth phase. ON REGIONAL TRANSIT Going underground in Chinatown, everyone has an idea on S. F. subway plan. Overview, The Project in a Nutshell, $147 Million Deal Could Derail Central Subway Project Budget. Central Subway may travel farther north than planned, Third Street Light Rail Project, Transportation Improvements, San Francisco, Environmental Impact Statement. City and County San Francisco, Planning Department
Third Street Light Rail Project
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New tracks on 3rd Street north of 16th Street in September 2005
46.
Central Subway
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The subway is the second phase of the San Francisco Municipal Transportation Agencys Third Street Light Rail Project. The first phase opened to the public as the T Third Line in 2007, the Central Subway is expected to open to the public in 2018. With the addition of the Central Subway, the T Third Line is projected to become the most heavily ridden line in the Muni Metro system by 2030, the subway will serve major employment and population centers in San Francisco that are underserved by rapid transit. SoMa is home to the headquarters of many of San Francisco’s major software and technology companies, Union Square, located in the citys downtown, is a primary commercial and economic district. Chinatown is the most densely populated neighborhood in the city, the Central Subway will connect these areas to communities in eastern San Francisco, including Mission Bay, Dogpatch, Bayview-Hunters Point and Visitacion Valley. The budget to complete the Central Subway is $1.578 billion, the project is funded primarily through the Federal Transit Administration’s New Starts program. In October 2012, the FTA approved a Full Funding Grant Agreement, the Central Subway is also funded by the State of California, the Metropolitan Transportation Commission, the San Francisco County Transportation Authority and the City and County of San Francisco. Ground was broken for the Central Subway on February 9,2010, as of February 2014, both tunnel boring machines had passed under Market Street and were tunneling under Stockton Street toward Chinatown. Tunnel boring for the Central Subway was completed at Columbus and Powell Street in the North Beach neighborhood of San Francisco on June 16,2014 and this subway extension of the T Third Line is expected to open to the public in December 2018. In February 2008, the San Francisco Municipal Transportation Agency board of directors voted to select the alignment for the subway. In the approved alignment, trains travel north along 4th Street and Stockton Street, stopping at one above-ground station, currently northbound T Third Line trains turn right from 4th Street onto King Street and travel along the Embarcadero to the Market Street Tunnel. When the Central Subway is complete, trains will instead cross King Street, the first stop will be at an above-ground station at 4th and Brannan streets, the 4th and Brannan Station. Heading north, trains enter the subway through a portal on 4th Street between Bryant and Harrison streets, under Interstate 80. The route will continue under 4th Street through South of Market, stopping at an underground station. At Market Street, the subway will dip below the Market Street Subway, another underground station serving Market Street and Union Square will be located underneath Stockton Street. This combined Union Square/Market Street Station will have entrances at the Market, Ellis and Stockton intersection and within Union Square Plaza at Stockton, a pedestrian passage will connect the Union Square/Market Street Station to the Muni Metro and BART Powell Street Station. The subway will then continue under Stockton Street to Chinatown Station, the subway tunnels, one for northbound trains and one for southbound trains, will continue north past Chinatown Station, beneath Stockton Street and Columbus Avenue. In the future, the T Third Line may terminate in North Beach or extend to Fishermans Wharf and the Aquatic Park to connect with F Market & Wharves
Central Subway
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Workers prepare to lower a section of a tunnel boring machine into the Central Subway on Fourth Street just south of Harrison.
Central Subway
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Chinatown Station construction site.
Central Subway
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Track extension construction at 4th Street & King Street, San Francisco (Sep 5 - Sep 8, 2015) as a part of the Central Subway Project.
47.
Fort Mason Tunnel
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Fort Mason Tunnel is a single track railway tunnel in San Francisco. It was built in 1914 to bypass Fort Mason, the east portal is near the north end of Van Ness Avenue, and the west portal feeds onto the east end of Marina Boulevard at Laguna Street. Its construction in 1914 served several purposes, the rail link supplied goods and mass transit to the Panama Pacific International Exposition the following year, and the US Army utilized the line for construction of the Port of Embarkation. The tunnel operated as part of the State Belt Railroad until the suspension in 1993. In 2012, the National Park Service released an environmental impact report on providing extended service though the tunnel to the San Francisco Municipal Railway F Market & Wharves line. The E Embarcadero line may also see extension through the tunnel
Fort Mason Tunnel
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The west portal of the Fort Mason Tunnel in disuse
48.
AC Transit
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AC Transit is an Oakland-based public transit agency serving the western portions of Alameda and Contra Costa counties in the East Bay of the San Francisco Bay Area. AC Transit also operates Transbay routes across San Francisco Bay to San Francisco and selected areas in San Mateo, AC Transit is constituted as a special district under California law. It is governed by seven elected members and it is not a part of or under the control of Alameda or Contra Costa counties or any local jurisdictions. Buses operate out of three operating divisions, Emeryville, East Oakland, and Hayward, the Operations Control Center is located in Emeryville. The Richmond operating division closed in 2011, the District is the public successor to the privately owned Key System. The Districts bus lines also serve parts of some other East Bay communities, including Milpitas, Pinole, most routes connect with regional train service, primarily BART, in addition to ACE and Amtrak, including the Capitol Corridor. While most AC Transit service consists of lines throughout the East Bay. Most of these run across the San Francisco–Oakland Bay Bridge to connect communities as distant as El Sobrante, Bus service is also provided across the San Mateo and Dumbarton bridges to the south. AC Transits primary hubs include BART stations, major shopping centers, and points of interest, most routes serve and/or terminate at BART stations, providing convenience for transit users. The hubs include, See also AC Transits page on fares and passes or AC Transits page on bus fares, on July 1,2014, AC Transit introduced a Day Pass, designed for customers taking more than two local buses in a day. The pass is good for unlimited rides on local routes from 3,01 a. m. to 3,00 a. m. Customers can obtain a Day Pass in one of two ways, Using Clipper, Customers keep cash value on their card. Once fares equalling the Day Pass price have been deducted, the Day Pass automatically activates, on subsequent rides, the card is tagged but no additional fare is deducted. On-Board, Customers deposit the amount in the farebox and request a Day Pass from the bus operator. On subsequent rides, the pass is swiped at the farebox, AC Transit fares are structured to promote the use of Clipper. Not only are local bus rides cheaper, but certain interagency transfers and day passes are easier to obtain, monthly passes are only available on Clipper. Local BART-to-bus transfer, $0.25 cash discount to and from BART with paper transfer issued at BART, applied as $0.50 Clipper discount on bus trip away from BART only. To transfer from AC Transit to another bus agency without Clipper, to transfer from another bus agency to AC Transit without Clipper, ask the other bus driver for a transfer. Notes, All fares are in USD,1 Issued upon request when full price is paid
AC Transit
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A collage of AC Transit's buses
AC Transit
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AC Transit buses at Bay Fair BART Station.
AC Transit
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AC Transit bus 2203, a New Flyer Xcelsior D60 photographed on June 5, 2013, at Jack London Square in Oakland.
AC Transit
49.
Bay Area Rapid Transit
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Bay Area Rapid Transit is a public transportation system serving the San Francisco Bay Area. The rapid transit elevated and subway system connects San Francisco with cities in Alameda, Contra Costa, BART operates 5 routes on 104 miles of track connecting 45 stations, plus a 3. 2-mile automated guideway transit line to the Oakland International Airport which adds an additional station. A spur line in eastern Contra Costa County will utilize other rail technologies, with an average of 433,000 weekday passengers and 128.5 million annual passengers in fiscal year 2016, BART is the fifth-busiest heavy rail rapid transit system in the United States. The systems acronym is pronounced Bart, like the name, BART is operated by the San Francisco Bay Area Rapid Transit District, formed in 1957. As of 2017, it is being expanded to San Jose with the consecutive Warm Springs, some of the Bay Area Rapid Transit Systems current coverage area was once served by an electrified streetcar and suburban train system called the Key System. This early 20th-century system once had regular trans-bay traffic across the deck of the Bay Bridge. By the mid-1950s, that system had been dismantled in favor of highway travel, a new rapid-transit system was proposed to take the place of the Key System during the late 1940s, and formal planning for it began in the 1950s. Some funding was secured for the BART system in 1959, passenger service began on September 11,1972, initially just between MacArthur and Fremont. All nine Bay Area counties were involved in the planning and envisioned to be connected by BART, before the system began revenue service, serious problems in the design and operation of the Automatic Train Control system were observed. Three engineers working for BART, Max Blankenzee, Robert Bruder, BART management was dismissive of their concerns, so the three took the issue to the board of directors. All but two of the directors voted in February 1972 to support management and reject the safety concerns, management retaliated against the engineers, firing them in March 1972. The IEEE later filed the first amicus brief in its history to support the engineers. The California Society of Professional Engineers reported to the California State Senate in June 1972 that there were serious safety risks with the ATC. Legislative analyst A. Alan Post, opened an investigation immediately, an ATC failure caused the train to run off the end of the elevated track and crash to the ground, injuring four people on-board, and drawing national and international attention. The “Fremont Flyer” led to a redesign of the train controls. The California State Public Utilities Commission imposed stringent oversight over train operations, the legislative analyst issued the first of three “Post Reports” in November 1972. The report was “sharply critical” of BART, finding that the ATC system was unreliable, the ATC program was mismanaged, and “no solution was in sight. ”The report accused BART of paying excessive fees for engineering services. BART’s general manager called the indictment of safety in the Post Report “not only disappointing, telephone calls were placed manually between stations, instead
Bay Area Rapid Transit
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A Pittsburg / Bay Point bound train at Walnut Creek in July 2008.
Bay Area Rapid Transit
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Bay Area Rapid Transit (BART)
Bay Area Rapid Transit
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Location of the third rail changes at the station. On the left side of the track in the distance is the emergency walkway — the third rail is across the track from this walkway.
Bay Area Rapid Transit
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Ticket vending machines at the Powell Street Station
50.
California Shuttle Bus
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California Shuttle Bus is a bus company that provides daily bus services between Los Angeles and San Francisco, making one stop in San Jose. The company has been operating for 9 years and uses large, the company launched its services in 2003. The service was launched as a $40 one-way service between the Los Angeles area and the San Francisco Bay Area. In 2008, the company started offering $5 trips, but the prices are now in the $25–40 range, the advent of the $5 fares coincided with the cessation of Megabus service from LA to the Bay Area. Megabus has since resumed service between the Bay Area and Los Angeles, the company has progressively upgraded their services and now runs large 47-seater charter buses once a day. California Shuttle Bus offers a daily noon bus everyday except for Tuesdays and Saturdays, the company also offers a midnight bus on major holidays. Similar to Megabus, California Shuttle Bus uses a pricing model where prices start very low. In 2013, California Shuttle Bus upgraded their service to add assigned seating, becoming one of the daily bus services in California offering reserved seats. They also added a feature that allows customers to purchase the seat next to them for a reduced rate for a more comfortable ride. The success and popularity of new features have yet to be determined for the California market. In Northern California, major stops include Powell Street Station in downtown San Francisco, in Southern California major stops are at Union Station, Santa Monica, Hollywood and North Hollywood Metro station. The companys most unusual offering is that they pick up and drop off from convenient locations that are easy for customers to get to and their bus stops are located at major transit centers, hotels, and downtown areas. The company also tries to find nicer bus stops that are safe and comfortable for their passengers to wait, the company also has marketed itself as safer than flying due to perceptual terrorism safety concerns with regards to flying. Patrons may pay a fare to guarantee that their adjoining seat is empty for their comfort
California Shuttle Bus
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A CSB at Powell Street Station.
51.
Caltrain
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Caltrain is a California commuter rail line on the San Francisco Peninsula and in the Santa Clara Valley. The northern terminus of the line is in San Francisco at 4th, extra trains were often run for special events held in AT&T Park in San Francisco, Stanford Stadium in Palo Alto, and SAP Center in San Jose. Caltrain operates 92 weekday trains,6 of which are extended to Gilroy, weekday ridership in February 2016 averaged 62,416, up 83% since 2010. Caltrain is governed by the Peninsula Corridor Joint Powers Board which consists of agencies from the three counties served by Caltrain, San Francisco, San Mateo and Santa Clara, each member agency has three representatives on a nine-member Board of Directors. The member agencies are the City and County of San Francisco, SamTrans, Caltrain has 29 regular stops, one football-only stop, and two weekend-only stops. As of October 2012 Caltrain runs 92 weekday trains,36 Saturday, the original commuter railroad built in 1863 was the San Francisco and San Jose Rail Road, it was purchased by Southern Pacific in 1870. Southern Pacific double-tracked the line in 1904 and rerouted it via Bayshore, after 1945, ridership declined with the rise in automobile use, in 1977 SP petitioned the state Public Utilities Commission to discontinue the commute operation because of ongoing losses. To preserve the service, in 1980 Caltrans contracted with SP. Caltrans purchased new locomotives and rolling stock, replacing SP equipment in 1985, Caltrans also upgraded stations, added shuttle buses to nearby employers, and dubbed the operation CalTrain. The Peninsula Corridor Joint Powers Board was formed in 1987 to manage the line, subsequently, San Mateo and Santa Clara Counties commissioned Earth Metrics, Inc. to prepare an Environmental Impact Report on right-of-way acquisition and expansion of operations. With state and local funding, the PCJPB bought the right of way between San Francisco and San Jose from SP in 1991. The following year, PCJPB took responsibility for CalTrain operations and selected Amtrak as the contract operator, PCJPB extended the CalTrain service from San Jose to Gilroy, connecting to VTA Light Rail at Tamien Station in San Jose. In July 1995 CalTrain became accessible to passengers in wheelchairs, five months later, CalTrain increased the bicycle limit to 24 per train, making the service attractive to commuters in bicycle-friendly cities such as San Francisco and Palo Alto. In July 1997 the current logo was adopted, and the name became Caltrain. A year later, VTA extended its rail service from north Santa Clara to the Mountain View Caltrain station. In June 2003, a connection for the Bay Area Rapid Transit. In 2006, Caltrain announced that wireless internet access would be available on trains at no additional charge, Caltrain invested more than $1 million in researching and testing WiFi in 2006. Caltrain still hopes to offer the service eventually as part of a comprehensive communication package
Caltrain
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An SP locomotive pulls a Peninsula Commute train past Bayshore in April 1985
Caltrain
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Caltrain
Caltrain
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A Caltrain car manufactured by Nippon Sharyo.
Caltrain
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Baby Bullet service is provided by MPI MP36PH-3C locomotives.
52.
Golden Gate Ferry
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Golden Gate Ferry is one of three transportation systems owned and operated by the Golden Gate Bridge, Highway and Transportation District. The other two are the Golden Gate Bridge and Golden Gate Transit bus service, Golden Gate Ferry connects San Francisco to Marin County, California. Funding for the service is composed primarily of passenger fares. Golden Gate Ferry serves Larkspur, Sausalito, and Tiburon in Marin County, supplemental service is provided for special events. Service to Sausalito began in 1970, and service to Larkspur started in 1976, service to AT&T Park started in 2000. Most recently, service to Tiburon began on 6 March 2017, note, Schedule information listed below is current as of 6 March 2017. The Larkspur and Sausalito routes provide expanded service during the summer, holidays include Presidents Day, Memorial Day, Independence Day, and Labor Day. No service operates on Thanksgiving, Christmas, and New Year’s Day, a reduced schedule operates on Martin Luther King, Jr. Day, the Day after Thanksgiving, and on the days around Christmas and New Years Day. The Larkspur Ferry Terminal is served by Golden Gate Transit Route 25, the Larkspur Ferry Shuttle is timed to meet ferry crossings during weekday commute hours. Additional service is provided by Marin Transit Routes 17,29, and 228, the Sausalito Ferry Landing is served by Golden Gate Transit Routes 2,30, and 92, which pick up on Bridgeway. Additional service is provided by Marin Transit Routes 17,61, 66F, and 71X, the Tiburon Ferry Landing is served by Golden Gate Transit Route 8, which picks up on Tiburon Boulevard. Additional service is provided by Marin Transit Routes 219 and 219F, the San Francisco Ferry Building is served by numerous Muni bus and streetcar lines and several San Francisco Bay Ferry lines. Golden Gate Ferry fares differ by route, passenger type, fares are effective 6 March 2017. Youths are ages 5 through 18, seniors are ages 65 and over. Up to 2 children ages 4 and under ride free when accompanied by an adult, transfers from Golden Gate Ferry to Golden Gate Transit are available only with the use of a Clipper card. Transfers from Golden Gate Transit to Golden Gate Ferry are available with cash or use of a Clipper card, transfers are valid for 4 hours for inter-county travel. Transfers may be used up to 3 times to complete a one-way journey, free transfers to and from San Francisco Muni were discontinued in 2010. From Muni to ferry, Clipper customers receive a $0.50 credit on their GGF Clipper fare, the first vessel to provide ferry service was the M. S
Golden Gate Ferry
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Golden Gate Ferry
Golden Gate Ferry
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The M.S. Sonoma crosses San Francisco Bay.
53.
Golden Gate Transit
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Golden Gate Transit is a public transportation system serving the North Bay region of the San Francisco Bay Area in California, United States. It primarily serves Marin and Sonoma counties, and also limited service to San Francisco. Funding for cross-bridge Transbay bus service is subsidized by Golden Gate Bridge tolls in addition to traditional federal. GGT provides some bus service within Marin County under contract with Marin Transit, Golden Gate Transit is constituted as a special district under California State Law, as evidenced by Assembly Bill 584, creating the Golden Gate Bridge, Highway and Transportation District. Napa, Mendocino, and Del Norte,1 Director each, Golden Gate Transit has alleviated congestion on the Golden Gate Bridge and along the Golden Gate Corridor since 1972. A history of service is listed below, with average annual increase in traffic of 70% over 30 years, the Bridge was close to reaching its saturation point. As congestion mounted, several studies were undertaken to identify alternate means of travel between Marin County and San Francisco, the San Francisco-Marin Crossings report of May 1967 looked at the possibility of building another bridge. The District also considered adding a second deck to the Bridge, the Marin County Transit District considered taking over the existing Greyhound system as a commute service to San Francisco. Greyhound provided transit between Marin County and San Francisco at the time and it was unprofitable, so Greyhound management planned to abandon it. As air pollution increased and congestion took its toll on commuters, San Francisco, Marin, the plan called for bus service from neighborhoods in Marin and Sonoma Counties to the San Francisco Financial District and Civic Center areas. By the late 1960s, the Bridge was operating at capacity during the commute period. Original Bridge construction bonds were due to be retired in 1971, and this included any and all forms of transit, including buses and ferries. The word Transportation was added to the Districts name at that time to indicate its new commitment to public transportation, the legislature did not give the District the authority to levy taxes. Legislation also restricted the use of Bridge tolls to support only regional transit services, on 10 December 1971, Assembly Bill 919 was passed, requiring the District to develop a long-range transportation program for the corridor. Bus service began in December 1970 when the District initiated a service to the Sausalito Ferry Terminal using 5 buses leased from Greyhound on 4 bus routes driven by 4 drivers. The District soon bought 132 buses to start its operations, in September 1971, the District hired 30 experienced Greyhound drivers to operate the new bus service. GGT began operating bus service in December 1971 under contract with MCTD. The initial GGT system was operated with 152 buses and facilities in Novato and Santa Rosa, in 1974, the District opened its permanent bus administration and central maintenance facility at 1011 Andersen Drive in San Rafael
Golden Gate Transit
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Golden Gate Transit
Golden Gate Transit
Golden Gate Transit
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Golden Gate Transit's original logo, in use since the start of service, as seen on a bus stop sign in San Rafael.
Golden Gate Transit
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Golden Gate Transit's second generation logo, in use until 2010, as seen on a bus stop sign in Novato.
54.
Greyhound Lines
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Greyhound Lines, Inc. usually shortened to Greyhound, is an intercity bus common carrier serving over 3,800 destinations across North America. The companys first route began in Hibbing, Minnesota in 1914, since October 2007, Greyhound has been a subsidiary of British transportation company FirstGroup, but continues to be based in Dallas, Texas, where it has been headquartered since 1987. Greyhound and sister companies in FirstGroup America are the largest motorcoach operators in the United States, carl Eric Wickman was born in Sweden in 1887. In 1905 he moved to the United States where he was working in a mine as an operator in Alice, Minnesota. In the same year, he became a Hupmobile salesman in Hibbing and he proved unable to sell the car. In 1914, using his vehicle, a 7-passenger car, he began a bus service with Andy Anderson. Heed, by transporting iron ore miners from Hibbing to Alice at 15 cents a ride, in 1915 Wickman joined forces with Ralph Bogan, who was running a similar service from Hibbing to Duluth, Minnesota. The name of the new organization was the Mesaba Transportation Company, by the end of World War I in 1918, Wickman owned 18 buses and was making an annual profit of $40,000. In 1922, Wickman joined forces with Orville Caesar, the owner of the Superior White Bus Lines, four years later, Wickman purchased two West Coast operations, the Pioneer Yelloway System and the Pickwick Lines, creating a national intercity bus company. The Greyhound name had its origins in the run of a route from Superior, Wisconsin to Wausau. While passing through a town, Ed Stone, the routes operator. The reflection reminded him of a dog, and he adopted that name for that segment of the Blue Goose Lines. The Greyhound name became popular and later applied to the bus network. Stone later became General Sales Manager of Yellow Truck and Coach, a division of General Motors, Wickman, as the president of the company, continued to expand it so that by 1927, his buses were making transcontinental trips from California to New York. In 1928, Greyhound had an annual income of $6 million. In 1929, Greyhound acquired additional interests in Southland Transportation Company, the Gray Line, Greyhound also acquired an interest in Northland Transportation Company, and renamed it Northland Greyhound Lines. By 1930 more than 100 bus lines had been consolidated into what was called the Motor Transit Company, recognizing that the company needed a more memorable name, the partners of the Motor Transit Company decided to rename it after the Greyhound marketing phrase used by earlier bus lines. Wickmans business suffered during the Great Depression, and by 1931 was over $1 million in debt, as the 1930s progressed and the economy improved, the Greyhound Corporation began to prosper again
Greyhound Lines
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Greyhound Lines Prevost X3-45 in New York City in August 2009
Greyhound Lines
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1936 stock certificate number 0000
Greyhound Lines
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Greyhound station in Columbia, South Carolina, built in 1938–1939 in the Art Deco style known as Streamline Moderne (photo taken in 1986).
Greyhound Lines
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Front view of a Greyhound Lines Supercoach from the mid to late 1930s.
55.
San Francisco Bay Ferry
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San Francisco Bay in California has been served by ferries of all types for over 150 years. John Reed established a ferry service in 1826. One of the earliest ferry routes ran between San Francisco and Oakland on what was called the creek route. The name derived from the Oakland landing site located at the foot of Broadway where Jack London Square is today, fronting on what is called the Oakland Estuary. The estuary, which in the 1800s included what is todays Lake Merritt, was the creek, in 1851, Captain Thomas Gray, grandfather of the famous dancer Isadora Duncan, began the first regular ferry service to San Francisco from the East Bay. Service started with the stern-wheel Sacramento River packet General Sutter and the iron steam ferry Kangaroo. Service was augmented in 1852 by Caleb Cope, the small ferry Hector powered by a sawmill engine. Boston burned that year and was replaced first by William Browns San Joaquin River packet Erastus Corning, in 1853, Minturn formed the Contra Costa Steam Navigation Company and had the ferry Clinton built expressly for trans-bay service. A second ferry, Contra Costa began operating over the route in 1857, the earliest railroad ferries ran from Oakland Point and from Alameda Terminal when Alameda was still a peninsula. The ferry pier at Oakland Point was greatly enlarged to form the Oakland Long Wharf and these railroad ferries mostly carried passengers, not trains, although there was some ferrying of freight cars to San Francisco. This railroad ferry actually carried whole trains and these ferries became part of the Southern Pacific Railroad when it assumed many of the facilities of its affiliate, the Central Pacific. These large train ferries were idled when a bridge was completed over the Carquinez Strait in 1930. Ferries began serving north bay rail connections with the Petaluma and Haystack Railroad in 1864, San Francisco and North Pacific Railroad and Petaluma and Santa Rosa Railroad ferries connected Petaluma River landing locations with San Francisco. North Pacific Coast Railroad ferries connected Sausalito with San Francisco, some of these ferries operated on Northwestern Pacific Railroad schedules from 1907 to 1938. The Napa Valley Railroad established service in 1865 and connected with ferry service in Vallejo. Monticello Steamship Company began operating ferries between Vallejo and San Francisco in 1895, and began coordinating with train schedules in 1905, Golden Gate Ferry Company gained control of Monticello in 1927 and, after merging with Southern Pacific, discontinued ferry service to Vallejo in 1937. Santa Fe and Western Pacific both ran passenger ferries connecting their east bay terminals to San Francisco, but both discontinued ferry service in 1933, service to Sausalito was suspended in 1938 by order of the State Railroad Commission, and the last ferry to Alameda ran in 1939. The last Southern Pacific ferry ran between Oakland and San Francisco on 29 July 1958, Southern Pacific ferries Melrose and Thoroughfare were designated to carry automobiles to and from San Francisco on the original Creek Route in 1911
San Francisco Bay Ferry
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The Southern Pacific Company's Bay City ferry plies the waters of San Francisco Bay in the late 19th century.
San Francisco Bay Ferry
San Francisco Bay Ferry
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Contra Costa, in the foreground, was one of the earliest ferries built expressly for trans-bay service. Capital, in the background, formerly a Sacramento River steamboat, served the route from 1876 to 1896. Both were built by John Gunder North.
San Francisco Bay Ferry
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Central Pacific ferry El Capitan was the largest ferry on San Francisco Bay when built in 1868.
56.
SamTrans
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SamTrans is a public transport agency in and around San Mateo, California, in the San Francisco Bay Area. It provides bus service throughout San Mateo County and into portions of San Francisco, SamTrans also operates commuter shuttles to BART stations and community shuttles. Service is largely concentrated on the east side of the Santa Cruz Mountains, SamTrans is constituted as a special district under California state law. The district was established in 1976 and consolidated eleven different municipal bus systems serving the county, one year later, SamTrans began operation of mainline bus service to San Francisco. In addition to fixed bus and paratransit operations, the district participates in the administration of the San Jose-San Francisco commuter rail line Caltrain. Most routes provide connecting service to BART, Caltrain, or both, there is also regular scheduled service to San Francisco International Airport and Transbay Terminal in downtown San Francisco. Unlike most large transit operators in the Bay Area, SamTrans outsources to private contractors the operation of a number of its routes, the current contract operator for Peninsula mainline, Coastside and paratransit services is MV Transportation. SamTrans previously operated special service for a couple of Bay Area events such as San Francisco 49ers home football games, since SamTrans reorganized its bus routes in August 1999, it adopted a new route designation system to identify service types, geographical coverage, and connections to rail services. Express bus routes are designated by a letter and X, in December 2009, seven express routes were eliminated due to budget constraints, route KX is the only remaining express route. Local routes have two or three digits or a special designation. Most of these routes do not connect with rail and operate on school days, SamTrans offers bus tokens for adult and youth local fares, US$16 and US$10 respectively, in packages of ten. Multiple tokens or combinations of tokens and cash are accepted for journeys requiring higher fares, tokens are promoted as being easier to handle than cash, and also include discounts. For example, a package of tokens includes 2 free rides assuming the others are worth $2 each or $1.25 each, SamTrans does not provide transfers but offers a Day Pass which allows unlimited rides on local routes and a credit on higher-cost routes. The cost of the Day Pass is three times the one-way fare on the routes for adults, youth, and seniors/disabled/Medicare cardholders. Clipper cards come in four varieties, adult, youth, senior, adult Clipper cards may be obtained from a wide variety of vendors, but youth, senior and disabled Clipper cards must be obtained from SamTrans or another Bay Area transit agency. Each Clipper card contains some sort of stored value and the history of recent trips using the card, Clipper cards generally confer an approximately 10% discount relative to cash fares. With the exception of youth summer passes, all SamTrans monthly passes must be loaded onto a Clipper card, youth, senior and disabled monthly passes may only be loaded onto a corresponding Clipper card obtained from SamTrans or another Bay Area transit agency. To ride SamTrans with Clipper card, the card must be tagged by the Clipper card reader installed at the front of the bus near the farebox
SamTrans
SamTrans
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San Mateo County Transit District (SamTrans)
SamTrans
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The Gillig Phantom - SamTrans' former fleet workhorse. Note the highback seats, uncommon on local buses in the United States.
SamTrans
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The newest type of bus operated by SamTrans, the Gillig BRT. It's replacing the Gillig Phantom series on all its routes.
57.
SolTrans
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SolTrans, officially Solano County Transit, is a Joint Powers Authority that provides public transportation service to the southern Solano County cities of Vallejo and Benicia. SolTrans was established in 2011 and is the result of a merger between Vallejo Transit and Benicia Breeze, the origins of SolTrans lead back to the early 20th century between two independent bus companies who served southern Solano County. These two companies were acquired by the cities of either of Vallejo or Benicia, before consolidating to become Solano County Transit. The Vallejo Bus Company was founded by Hartley Lowell in 1919, in 1935, the Vallejo Bus Company began to change hands between a number of owners until 1949 when the City of Vallejo took control of it. However, the Vallejo City Council opted to close it in 1956 due to financial restraints, in response, community leaders led by Senator Luther Gibson created the Vallejo Citizens Transit Corporation in hopes of continuing services in Vallejo. The city subsequently transferred the fleet of thirteen buses to VCTC, the Benicia-Vallejo Stage Line was founded 1915 by Milo Passalacqua. The Stage Line offered a route between Mare Island and Benicia, serving Vallejos train stations and ferry docks, in 1982, the City of Benicia began operating Benicia Dial-a-Ride, a local demand responsive transit service. Service was later expanded on July 1,1986 to include a route between Benicia and the Pleasant Hill BART station, this service was called the Benicia Bay Connection. The city also began subsidizing the Benicia-Vallejo Stage Line, on October 1,1986, the Bay Connection and Stage Line were merged to become Benicia Transit. This new company was managed by Community Transit Services, who were acquired by Laidlaw. During the 1990s, Benicia Transit adds a number of routes, such as the Southampton Express. They also purchase five used Gillig Phantoms for their main route, MV Transportation was awarded a contract to operate Benicia Transit in 2000, who would acquire controlling interest in VCTC five years later, transforming it into an MV subsidiary. By October 2005, all named routes were converted into numbers, the main Vallejo/Pleasant Hill eventually being Route 75, the Amtrak being Route 23, and school trippers being Routes 15 through 18. 2006 saw Benicia Transit being re-branded as Benicia Breeze, replacing its dial-a-ride service into deviated fixed-routes, Route 75 was eventually retired in favor of Vallejo Transit Route 78, which extends the route to Walnut Creek. Discussions of merging the two agencies have occurred since 2005, however it wasnt until 2009 when a merger was seriously considered. On November 16,2010, both agreed to enter into a joint powers authority agreement with the STA, calling the new transit agency Solano County Transit. The name was selected out of fifteen others as it opens the possibility of other agencies in the county to join the agreement. In 2013, National Express Transit replaced MV as the contractor, SolTrans provides local and express bus service to the Solano County cities of Vallejo, Benicia, and Fairfield, California
SolTrans
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Solano Express -branded SolTrans intercity bus.
SolTrans
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Solano County Transit
SolTrans
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Vallejo Bus Company in the 1920s
58.
WestCAT
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WestCAT is a public transportation service in western Contra Costa County. It is a service of the Western Contra Costa Transit Authority, the Western Contra Costa County Transit was established in August 1977 as a Joint Exercise of Powers Agreement between Contra Costa County and the cities of Hercules and Pinole. WestCAT is governed by a 7-member Board of Directors and supported by staff of seven. WestCATs fleet started out with shuttle vans, and then using buses made by El Dorado National, now, WestCAT runs an almost all Gillig fleet, ranging from 19 Gillig Phantoms, to 18 Gillig Low Floors. WestCAT also has 5 Motor Coach Industries over-the-road coaches for use on the LYNX, in addition, WestCAT has 10 Ford E-450 Paratransit vans, and 2 Toyota Camry hybrid electric sedans used for Dial-A-Ride. As of September 2013, WestCAT provides a network of local, in addition, WestCAT operates regional service between Martinez and the Hercules Transit Center and between the Hercules Transit Center and Contra Costa College. The routes are 10,11,12,15,16,17,18, from the Hercules Transit Center the line then goes nonstop to San Francisco via the High Occupancy Vehicle lanes on I-80. WestCAT currently offers free Wi-Fi service on the LYNX line, Richmond Parkway Transit Center service only during midday from 9, 40am to 2, 30pm, route also serves Hercules Transit Center. JR Via Richmond Parkway and Blume Drive and JL Via Lakeside Drive, route serves Hercules Transit Center, and most peak period services also serve Bio-Rad, all terminating at Victoria By The Bay. Also operates midday trips between San Francisco and Hercules Transit Center, and it does not serve Bio-Rad or Victoria By The Bay, fares are effective 1 October 2008. † Children under six years of age may ride free, limit 2 children under six years per fare paying adult. ‡ Appropriate identification must be presented to obtain the discounted Senior/Disabled fare, # East Bay Value Pass value on all WestCAT, County Connection, Wheels and Tri Delta Transit fixed-route buses, with the exception of LYNX. ₮ In order to facilitate connections between WestCAT and other agency, transfer slips are issued upon request at the time the proper fare is paid
WestCAT
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WestCAT branded Gillig Low-Floor traveling along the JPX route
WestCAT
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A WestCAT fixed route bus at the temporary San Francisco Transbay Terminal.
59.
Market Street Railway (nonprofit)
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Market Street Railway is San Francisco Municipal Railways 1, 200-member nonprofit preservation partner. It relies on contributions to help maintain San Francisco’s fleet of historic streetcars in service on the E Embarcadero and F Market & Wharves lines. Market Street Railway operates a vintage vehicle restoration facility at 1 Buchanan Street and it is here that Market Street Railway volunteers restore historic vehicles before donating them to Muni. Market Street Railway borrows the name of the Market Street Railway Company, service on F-Market commenced on September 1,1995, replacing Munis 8-Market trolley bus line. Currently, the F line carries four times the ridership of the bus lines it replaced. In 1996, one year after service began, F-Market streetcars carried an average of 7,758 passengers per day, by 2008, F-Market streetcars were carrying an average of 20,000 riders per day, and were so overcrowded that drivers were forced to skip stops. For comparison, the Muni Metro system carried an average of 130,000 passengers per day through the Market Street Subway in 1999, service expanded in 2015 with the E Embarcadero line. The E line directly connects several regional transit services, including Caltrain, BART and bay ferries to waterfront businesses and attractions stretching from Mission Bay to Fort Mason. Since its inception, Market Street Railway has helped Muni to acquire and restore more than a dozen historic streetcars and cable cars for service, Market Street Railways restoration corps has done much of this restoration work themselves. Its volunteers also clean the interiors at the Castro Street Terminal to improve rider experience. Led by President Rick Laubscher, Market Street Railway is working to increase F-line service levels, extension of historic trolley service through Fort Mason Tunnel is currently being evaluated by Muni
Market Street Railway (nonprofit)
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Market Street Railway
60.
Rescue Muni
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Rescue Muni was founded in 1996 by transit riders in the U. S. city of San Francisco seeking to improve the reliability, service, and safety of the San Francisco Municipal Railway. The organization conducts an annual survey, serves as a citizens watchdog group for Muni. Rescue Muni co-sponsored November 1999s Proposition E for Muni reform after circulating its own charter amendment earlier that year, the ballot measure created the San Francisco Municipal Transportation Agency to run both Muni and the Department of Parking and Traffic. It made the agency semi-independent, set standards for it. Headed by Andrew Sullivan, Rescue Muni is made up largely of citizens upset with the current level of service provided by Muni. Through its various initiatives, Rescue Muni has become an important political force in San Francisco and it was influential in passing Proposition E, which helped turn the transit agency around. Rescue Muni is also known as an advocate for the construction of a new Transbay Terminal in downtown San Francisco. San Francisco Municipal Railway RescueMuni Twitter Feed Facebook page
Rescue Muni
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Rescue Muni
61.
San Francisco Municipal Railway fleet
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Roughly 800 buses,200 streetcars and 40 cable cars see active duty. Munis cable cars constitute the oldest and largest such remaining in service in the world and is the only one still running with manually operated cars in street traffic. Its fleet of trolleybuses is the largest in the United States. Muni is in the process of replacing its motor coach fleet - the first of which was procured in 1915 - with diesel-electric hybrid buses, a summary of the current and historic vehicles follows. §5454,6238,6244,6259,6291,8173,6238,6244,6291, and 8173 written off due to a fire, and 5454,6259, and 8319 written off due to an accident. ^8448 Wi-Fi equipped from 2008 to 2009, the Connected bus, ♦8101-8235 and 8301-71s turn signal is different when rehabilitated in 2013. Muni also tested a 40-foot double-decker bus from Alexander Dennis Limited but the bus is now retired. As the Neoplan buses are assigned to the reserve fleet. Reserve fleet buses are only in service as needed, the following are a list of buses that are currently assigned to the training fleet. These buses are sometimes revenue service as reserve fleet, and are used to train prospective operators, the following shows the buses previously operated by the SFMTA. Some of these coaches have been preserved in the fleet, donated to trolley museums. There are 11 divisions for the Muni buses, ETI 14TrSF Skodas #5401-5489 and NFI XT60 Vossloh Kiepe #7201-7260 are from the Potrero Division, while #5490-5640 are from the Presidio Division, the latter holds only 40-ft ETI Skoda trolleybuses. The Kirkland Division uses only Neoplan AN440 diesel buses, the 30 and 40-ft Orion VII diesel-electric hybrid buses, and New Flyer XDE40s all rest in the Woods Division. Some Neoplan AN440s also lie in the Woods division as the fleet and are used only as needed. The division where the Neoplan AN440s that are rehabbed in 2013 lies in are the Kirkland Division, the test buses that retired that is moved. Munis active diesel fleet contains coaches ranging from thirty to sixty feet in length, for the last complete fleet replacement cycle Muni bought from three manufacturers, NABI, Neoplan and Orion, all of whom no longer sell buses in the U. S. Muni has since purchased 40 ft. and 60 ft. buses from New Flyer with options to replace the remainder of the fleet in those sizes. In 1984, Muni received its first 60-ft articulated buses, which were used on high-ridership routes because the buses carried more people than the standard length bus, in December 2007, Muni acquired a double-decker diesel bus for testing purposes
San Francisco Municipal Railway fleet
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Woods Division with part of the Muni diesel bus fleet
San Francisco Municipal Railway fleet
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40 ft./Diesel Bus
San Francisco Municipal Railway fleet
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30 ft./ Diesel-electric Hybrid Bus
62.
Key System
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The KeY tool is used in formal verification of Java programs. It accepts specifications written in the Java Modeling Language to Java source files and these are transformed into theorems of dynamic logic and then compared against program semantics that are likewise defined in terms of dynamic logic. KeY is significantly powerful in that it supports both interactive and fully automated correctness proofs, failed proof attempts can be used for a more efficient debugging or verification-based testing. There have been extensions to KeY in order to apply it to the verification of C programs or hybrid systems. The usual user input to KeY consists of a Java source file with annotations in JML, both are translated to KeYs internal representation, dynamic logic. From the given specifications, several proof obligations arise which are to be discharged, to this ends, the program is symbolically executed with the resulting changes to program variables stored in so-called updates. Once the program has been processed completely, there remains a first-order logic proof obligation, at the heart of the KeY system lies a first-order theorem prover based on sequent calculus, which is used to close the proof. Interference rules are captured in so called taclets which consist of an own language to describe changes to a sequent. The theoretical foundation of KeY is a formal logic called Java Card DL and it is a version of a first-order dynamic logic tailored to Java Card programs. This is equivalent to α in Hoare calculus if ϕ and ψ are purely first order, dynamic logic, however, extends Hoare logic in that formulas may contain nested program modalities such as, or that quantification over formulas which contain modalities is possible. There is also a dual modality ⟨ α ⟩ which includes termination and this dynamic logic can be seen as a special multi-modal logic where for each Java block α there are modalities and ⟨ α ⟩. At the heart of the KeY system lies a first-order theorem prover based on a sequent calculus. A sequent is of the form Γ ⊢ Δ where Γ and Δ are sets of formulas with the meaning that ⋀ γ ∈ Γ γ → ⋁ δ ∈ Δ δ holds true. By means of deduction, an initial sequent representing the obligation is shown to be constructible from just fundamental first-order axioms. During that, program modalities are eliminated by symbolic execution, for instance, the formula x = ˙0 → x = ˙1 is logically equivalent to x = ˙0 → x = ˙0. As this example shows, symbolic execution in dynamic logic is similar to calculating weakest preconditions. Both ψ and w p essentially denote the same thing – with two exceptions, Firstly, w p is a function of some meta-calculus while ψ really is a formula of the given calculus, secondly, symbolic execution runs through the program forward just as an actual execution would. To save intermediate results of assignments, KeY introduces a concept called updates, syntactically, updates are consist of parallel assignments written in curly braces in front of a modality
Key System
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Screenshot of KeY 1.4
Key System
63.
Clipper card
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The Clipper card is a reloadable contactless smart card used for electronic transit fare payment in the San Francisco Bay Area. First introduced as TransLink in 2002 by the Metropolitan Transportation Commission as a pilot program, in 1993, Bay Area Rapid Transit and County Connection launched a pilot program named Translink that allowed the use of a single fare card between the two systems. The card, which used magnetic stripe technology, was envisioned to one day include all Bay Area transit agencies, however, due to technical problems, the program was abandoned two years later. Translink had a capital cost of $4 million when undertaken in 1993. In its current form, first as TransLink and later as Clipper, cost estimates have since increased, the projected 25-year capital and operations costs are now estimated at $338 million. Scheduled implementation delays have added up to more than a decade, in 1998, MTC envisioned full availability of TransLink by 2001. However, it was operational for only five transit agencies by 2009. As of December 2011, Clipper was only accepted by eight of the Bay Areas transit agencies, Clipper was developed by Australian-based ERG Group and Motorola under the ERG-Motorola alliance in April 1999. However, upon the launch of Clipper, Cubic Transportation Systems has taken over administration of distribution, customer service, full implementation of Clipper has been far slower than that of similar contactless smart cards, including the Oyster card and SmarTrip, chiefly due to bureaucratic difficulties. In October 2010, the MTC selected 路路通 as the official Chinese name for Clipper, obtaining a card was free from introduction in June 2010 to encourage users to adopt the card, until September 1,2012 when new adult cards began to cost $3. This charge covers the approximately $2 per card to manufacture and reduces the incentive to throw away the card if the value goes negative when fare is calculated on exit, the $3 fee is waived if the card is registered to auto-load more value. Passengers can add money to their Clipper cards in person at work, automatically, while the money is added immediately in person, it will take 3–5 days before it registers on the Clipper card if added by telephone or online. A number of regional transit agencies have not yet joined Clipper, including ACE. Clipper utilizes a NXP Semiconductors MIFARE DESFire integrated circuit to manufacture the card, the card operates on the 13.56 MHz range putting it into the Near Field Communication category. Because the card uses NFC technology, any NFC-enabled device can read the number, travel history. However, data cannot be written to the card without the proper encryption key, the former Translink cards, while still functional on the fare system readers, do not conform to MIFARE and are unreadable by 13.56 MHz readers. Because Clipper operates in multiple areas with sporadic or non-existent internet access. To accomplish this, the Clipper card memory keeps track of balance on the card, fares paid, and trip history
Clipper card
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Clipper
Clipper card
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A special edition Clipper card, commemorating the 75th anniversary of the Golden Gate Bridge.
Clipper card
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An Add Value Machine for TransLink/Clipper cards, used to load electronic cash or transit passes.
Clipper card
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The former TransLink card
64.
Twin Peaks Tunnel
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The Twin Peaks Tunnel is a 2. 27-mile -long light rail/streetcar tunnel in San Francisco, California. The tunnel runs under the Twin Peaks and is used by the K Ingleside, L Taraval, M Ocean View, the S Castro Shuttle also uses the tunnel for AT&T Park game day runs. The tunnel was opened on February 3,1918, there are two stations along the tunnel, Forest Hill Station, near the western end, and the now disused Eureka Station, near the eastern end. When the Muni Metro system and Market Street Subway were built, they were connected to the Twin Peaks Tunnel to be used by the K Ingleside, L Taraval, the Eureka Station was closed, and the Metro lines stop at the nearby Castro Street Station instead. Instead, trains continue directly from the Market Street Subway into the tunnel without going above ground, west Portal Station, which was originally a surface stop outside of the tunnels western entrance, was rebuilt as a high-platform station located just inside of the entrance. Sunset Tunnel Silent film by SF real estate company of construction of tunnel
Twin Peaks Tunnel
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Twin Peaks Tunnel at Forest Hill Station
Twin Peaks Tunnel
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Current East Portal of the Twin Peaks Tunnel, near the unused Eureka Station. This portal itself is also unused.
Twin Peaks Tunnel
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West Portal Station, at the western end of the Twin Peaks Tunnel
