| Railroad Name: | Market Street Railway |
| Successor Line: | San Francisco Municipal Railway |
| Length: | 284miles (in 1929)[1] |
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, which formed the core of its transportation network. 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. Once the largest transit operator in the city, the company folded in 1944 and its assets and services were acquired by the city-owned San Francisco Municipal Railway. Many of the former routes continue to exist into the 2020s, but served by buses.
The company should not be mistaken for the current Market Street Railway, which is named after its predecessor but is actually a legally unconnected non-profit support group for San Francisco's heritage streetcar lines.
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.[2] A few years later, the line was converted to steam power utilizing steam dummy locomotives pulling a trailer car.[3] Four Portland gauge tank locomotives were built by San Francisco's Albion Foundry. Locomotives #1 and #4 were 24feet long with engine, baggage and passenger compartments driven by the front wheel only 0-2-2T. Locomotives #2 and #3 were 18feet 0-4-0Ts with a baggage compartment. Both types pulled 40feet double-truck trailers with seating for 64 passengers. Baldwin Locomotive Works built two 0-4-0T steam dummies (C/N 5004 & 5009) in 1880 to operate over the standard-gauge railway extension from Valencia Street to Castro Street until 1888.[4]
In 1895 the company placed a newspaper advertisement in The San Francisco Examiner offering horse cars for $20 ($10 without seats).[5] Many of these became the basis for the impromptu community built from streetcars called Carville-by-the-Sea.[6]
Following the opening of the cable hauled Clay Street Hill Railroad in 1873, pressure grew to convert the city's horsecar lines to the new form of traction. In 1882, Leland Stanford and associates bought the Market Street Railroad Company and converted its lines to cable haulage. In the process, the company's name was changed to the Market Street Cable Railway Company (MSCRy). This company was to grow to become San Francisco's 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.[2] The main line, which began operation from the Ferry Building down Market to Valencia and Twenty-Ninth in August 1883, was joined by four lines that branched off Market by the end of 1888: McAllister, Hayes, Haight, and Castro.[7]
However transit technology was still moving on, and the new electric streetcar quickly proved to cheaper to build and operate than the cable car, and capable of climbing all but San Francisco's steepest hills. 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, MSRy inaugurated service on the Fillmore Counterbalance, which was the steepest rail line to date, operating as a hybrid of counterbalance funicular and electric traction.
In 1902, the Southern Pacific Railroad sold their San Francisco railways to a syndicate of eastern investors, led by Patrick Calhoun, which consolidated with other San Francisco lines into a new company called the United Railroads of San Francisco (URR).[8]
Conversion to electricity was resisted by opponents like Rudolph Spreckels and other property owners who objected to what they saw as ugly overhead lines on the major 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.[2]
On May 14, 1906, Supervisors gave United Railroads permission to string overhead trolley wires on Market St. The next day the Examiner accused United Railroads of exploiting the disaster to push through its overhead trolley franchise. United Railroads proceeded to install overhead power on all of its lines.[9] The San Francisco graft trials were a series of attempts from 1905 to 1908 to prosecute both government officials accused of receiving bribes. These included members of the San Francisco Board of Supervisors, San Francisco Mayor Eugene Schmitz, attorneys Abe Ruef and Tirey L. Ford, and the business owners who were paying the bribes.[8]
Over the years many independent lines had been absorbed, including the Clay Street Hill Railroad, the San Francisco and San Mateo Electric Railway, the Presidio & Ferries Railway, and the Ferries and Cliff House Railway. Ironically the earthquake that brought so many benefits to the company also sowed the seeds of its demise, as the independent Geary Street, Park & Ocean Railway was acquired by the city and became in 1912 the beginning of the San Francisco Municipal Railway (Muni). Horsecars were finally withdrawn from city streets on June 3, 1914.[10] By 1918, and assisted by the construction of several tunnels under the city's hills, Muni was in direct competition with the URR down the length of Market Street. The two operators each operated their own pair of rail 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.[2]
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 growing fleet of buses. But relations were not good with the city, who controlled their franchises, and on May 16, 1944, after defeating the proposal six times previously, voters elected to purchase the operative properties of the Market Street Railway for $7.5 million ($ in adjusted for inflation) and the company sold all its assets and operations to Muni.[2]
These are the only surviving vehicles from the Market Street Railway fleet:[11]
The last of the company's streetcar routes were discontinued or converted to bus or trolleybus by 1949. Two of the former cable lines were integrated into the current San Francisco cable car system. The company operated the following routes:
| xx | Line acquired by Muni in 1944 |
| No.[20] | Name | Service type (1943) | class=unsortable | Notes |
|---|---|---|---|---|
| 1 | Sutter and California | Streetcar | Streetcar service ended 1949 under Muni; continued as 1 California under Muni until 1982 when combined with former 55 Sacramento to form a new 1 California. | |
| 2 | Sutter and Clement | Streetcar | Streetcar service ended 1949 under Muni | |
| 3 | Sutter and Jackson | Streetcar | Streetcar service ended 1949 under Muni; became 3 Jackson trolleybus | |
| 4 | Sutter and Sacramento | Streetcar, motor coach | Streetcar service ended 1948 under Muni | |
| 5 | McAllister | Streetcar | Streetcar service ended 1948 under Muni; became 5 Fulton trolleybus | |
| 6 | Haight and Masonic | Streetcar | Streetcar service ended 1948 under Muni; became 6 Haight/Parnassus trolleybus | |
| 7 | Haight and Ocean | Streetcar | Streetcar service ended 1948 under Muni; trolleybus service ended 2009. | |
| 8 | Market and Castro | Streetcar | Streetcar service ended 1949 under Muni with a replacement trolleybus service. Route was restored as the F Market historic streetcar in 1995. | |
| 9 | Valencia Street | Streetcar | Streetcar service ended 1949 under Muni without replacement[21] | |
| 10 | Sunnyside | Motor coach | Streetcar service ended 1942 | |
| 11 | Mission and 24th Street | Streetcar | Streetcar service ended 1949 under Muni | |
| 12 | Ingleside and Ocean | Motor coach | Streetcar service ended 1945 under Muni | |
| 14 | Mission Street | Streetcar | Streetcar service ended 1949 under Muni; became 14 Mission trolleybus | |
| 15 | Kearny and North Beach | Motor coach | Streetcar service ended 1941 | |
| 16 | 3rd and Kearny | Streetcar service ended 1941 | ||
| 17 | Haight and Ingleside | Streetcar | ||
| 18 | Daly City and Cemeteries | Regular streetcar service ended 1935; one yearly franchise car ran in 1936 and 1937. | ||
| 19 | Ninth, Polk, and Larkin | Streetcar, motor coach | Streetcar service ended 1945 under Muni; became 19 Polk bus | |
| 20 | Ellis and O'Farrel | Streetcar | ||
| 21 | Hayes Street | Streetcar | Streetcar service ended 1948 under Muni; became 21 Hayes trolleybus | |
| 22 | Fillmore Street | Streetcar | Streetcar service ended 1948 under Muni; became 22 Fillmore trolleybus | |
| 23 | Fillmore and Valenica | Motor coach | ||
| 24 | Mission and Richmond | Motor coach | Streetcar service ended 1935; became 24 Divisadero trolleybus | |
| 25 | San Bruno Avenue | Streetcar, motor coach | ||
| 26 | Guerrero Street | Streetcar, motor coach | ||
| 27 | Bryant Street | Motor coach | Became 27 Bryant | |
| 28 | Harrison Street | Motor coach | Streetcar service ended 1940 | |
| 29 | Kearny and Broadway | Streetcar service ended 1941 | ||
| 30 | Army Street | Army Street extension built in 1918 to provide access to Union Iron Works. Streetcar service ended 1940. | ||
| 31 | Balboa Street | Streetcar | Streetcar service ended 1949 under Muni; became 31 Balboa trolleybus | |
| 32 | Hayes and Oak | Streetcar service ended 1932 | ||
| 33 | Eighth and Park | Trolleybus | Converted to trolleybus in 1935. Became 33 Ashbury/18th Street | |
| 34 | 6th and Sansome | Streetcar service ended 1936 | ||
| 35 | Howard Street | The city revoked the company's Howard Street operating permit in 1939. | ||
| 35 | 24th Street | Motor coach | ||
| 36 | Folsom Street | Streetcar, motor coach | ||
| 40 | San Mateo Interurban | Streetcar | Former San Francisco and San Mateo Electric Railway route. | |
| 41 | Second and Market | |||
| 42 | First and Fifth | Streetcar service ended 1941 | ||
| 43 | Broadway and S.P. Depot | Streetcar service ended 1941 | ||
| 50 | Geneva Avenue | Motor coach | ||
| 51 | Silver Avenue | Motor coach | ||
| 52 | Excelsior | Motor coach | ||
| 53 | Southern Heights | Motor coach | ||
| 55 | Sacramento Street | Motor coach | Replaced Sacramento Cable in 1942. Continued as Muni 55 Sacramento until 1982. | |
| Bosworth Street | Streetcar service ended 1928 | |||
| Parkside | ||||
| Post and Leavenworth | Streetcar service ended 1934 | |||
| Visitacion Valley | Streetcar service ended 1937 | |||
| Pacific Avenue Cable | Cable service ended 1929 | |||
| Castro Street Cable | Cable service ended 1941, route integrated into 24 Mission and Richmond. | |||
| Sacramento Clay Cable | Cable service ended 1942, converted to 55 Sacramento bus. | |||
| 59 | Powell Mason Cable | Cable car | Integrated into the San Francisco cable car system | |
| 60 | Washington Jackson Cable | Cable car | ||
| Fillmore Counterbalance | Part of 22 Fillmore route, closed 1941 | |||
| South San Francisco |