by Joe Thompson
Where Should I Go from Here? Visit the Map |
line: Geary Street opened: 16-Feb-1880. Geary Street from Kearney to Central (now Presidio) extended: 1892. Geary Street to 5th Avenue, 5th Avenue to Fulton (Golden Gate Park). powerhouse: Geary and Buchannan grip: Eppelsheimer bottom grip, lever-operated grip: converted to Root single jaw side grip, lever-operated in 1892. gauge: 5'0" gauge: converted to 4'8 1/2", 1892 cars: single-ended dummy and trailer trains. cars: converted to single-ended California cars, 1892. turntables: single track turntable at Market/Kearney end. "Y" track switched by horse at 5th Avenue terminal. crossings:
notes:Geary Street, like Sutter Street, did not have any major
hills. The San Francisco Chronicle
once called it a "low-grade cable line..." I was offended till I figured
out what they meant The company was organized by Charles Main,
Reuben Morton, BC Bigelow, James McCord,
William Eppelsheimer, CF Macdemot and Thomas R
Hayes. Reuben Morton was elected Superintendant and held the job until
he died in 1881.
The 1892 extension replaced a steam dummy line which ran on Point
Lobos Boulevard (now Geary) and First Avenue (now Arguello Boulevard) to
the park. During the reconstruction, the steam trains ran on Arguello to
allow people to reach the cemeteries from the Market Street Railway's McAllister Street
cable car line.
Read about the company's steam dummy service in "When Steam Ran on The Streets of San
Francisco, Part III," by Walter Rice and Emiliano Echeverria.
GSPO was one of the most profitable transit companies in the city.
Truth in advertising: The company reached the park, but never came near the ocean.
The company's carmen engaged in a major strike in 1886-1887.
One grip car was blown up with dynamite.
The company was partially owned by the Market Street Railway,
which changed the gauge and converted the grip with a plan to run cars on Market to
the Ferry. This never happened.
The company built a carbarn at Geary and Arguello 1898; the building still stands.
The San Francisco Municipal Railway did not purchase the building
when it took over the company. The building had been used mostly as a car dealership.
The upstairs area was leased by Muni for use as a bus garage in the 1930's. In 1997, the
building became a large office supply store.
Some contemporary newspaper articles about operations and incidents.
Cable car operations resumed within a few months after
the earthquake and fire in 1906.
The GSPO was the least damaged line in the city. Here are two San Francisco Chronicle
articles about the return of the cable cars:
San Francisco voters approved a Municipal Railway on Geary Street in
1909. The GSPO was taken over by city in 1912. The last cable cars ran
06-May-1912. Here are two San Francisco Chronicle articles about
the last of the cable cars:
The cable line was replaced by the first electric streetcar lines of the
San Francisco Municipal Railway -- the A and B.
The Geary streetcar lines still operating -- the B and C -- were in turn replaced in
December 1956 by the 38 Geary motor coach line.
Go to top of page.
P. 233
Geary Street, Park and Ocean (Cable)
R.R. Co. operates 5 miles of road, and owns 15 cars. Daniel
Meyer, Pres., R. F. Morrow, Vice-Pres., John M. Syne,
Sec., S. C. Bigelow, Treas., H. D. Morton, Supt.,
-- GENERAL OFFICE, San Francisco, Cal.
Here is the Geary Street Railroad Company's listing in the February, 1903
Pacific States Telephone and Telegraph Company San Francisco phone
directory:
Bush 117. Geary St. R. R. Co., Gen. Ofcs., Crocker Bldg.
Dedicated volunteers at
San Francisco Genealogy
typed in every page of the book.
Go to top of this page.
Go to SF cable car lines in detail.
AFTER being a storm center for 10 years of the first local struggle for
municipal ownership of street railways the Geary Street, Park and Ocean
Railway company succumbed at 1:07 o'clock this morning when the last
car pulled into the barn at Geary street and First avenue, after distributing
a crowd of night owls from the turntable at Market and Geary streets to the
terminus. At 12:32 this morning the last cable car left the turntable. It was
in charge of Gripman F. Brainerd and Conductor F. Stanley, two old employes.
It was not without a feeling of sadness that these men bade farewell to those
things that had supplied their means of support for so many years. True,
these men will be employed on the electric road when it is completed, but
they left the old line with regret. At the car barn they were met by Assistant
Superintendent F Boeken, who has done much to make possible the conversion of the old
Geary street line into a modern, up to date electric service.
Immediately after the stabling of the last car the old cable was started
out of the slot and wound on an immense spool in the engine room. The
cable was well worn from months of use, as it had been allowed to run
longer than its natural life, because it was expected that work would begin
on the reconstruction almost any day, and the cable would be of no further
use.
OLDEST GRIPMAN AT WORK
William C. Fisher, the oldest gripman working on the road, entering the
service of the road March 12, 1881, was one of the men to work on the last
day. John McLean, who entered the employ of the company eight years
after Fisher, rang up his last nickel late in the afternoon. G. Peterson,
also a conductor with a long record, but who was out on strike once for six
months, was also at his place of duty on the last day. Among those who
were on the last car was John Emmerling, night inspector of the road, who
has held his position for 21 years.
It was not long after the click and rattle of the slot had ceased that the
ringing blows of the laborers busy tearing up the old roadbed were heard
along the line. In all 125 men were put to work. The ripping up the old track
was begun at Fifth avenue. As fast as the old track is out of the way a gang
of men will follow with the work of laying modern electric road, rails. It
is expected that in a few months San Francisco will have added to Its transit
service a modern high class electric street railway running from the ocean
to the water front.
COSTLY DELAYS AT END
Roadbed and tracks for the electric service have been laid from Fifth to
Thirty-third avenues and the work of connecting up the rest of the line to
Market street will be done with all possible speed. The trolley wires have
already been installed. Since the voters of San Francisco expressed their
desire to own and operate the Geary street road there have been many costly
and unnecessary delays. But from the present outlook It seems certain
that soon the municipality will boast of its first and only street railroad.
Mayor Rolph and the supervisors have expressed themselves as dissatisfied
with the halting progress of the construction during the last few months,
and say that they will not tolerate any further delays. The contractors say
that they are going to rush the work and win, If possible, some of the city's
bonus money by completing the road before the date specified in the contract.
CITY TO BUILD QUICKLY
Within a short time the building of the power houses and car barns will be
commenced. The city administration proposes to have all of this work done
and the electric cars constructed before the roadbed and rail laying are finished.
In all there are about 100 employes of the Geary street road. Pending the
completion of the new road most of these men will find employment with
other streetcar companies or in the construction work of the road. It is
the purpose of the city officials to favor these old workers in employing
men for the electric railway.
BONUS FOR SWIFT WORK
The contract to build the Geary street line was awarded April 17 to
P. H. Mahoney, who submitted a bid of $253,695. He was allowed 180 days to
finish the work, with a bonus of $200 for every day saved.
Originally the contract was awarded April 1 to Bates, Borland & Ayer for
$225,025, but they said that a mistake in their calculations had caused them
to bid $30,000 too low. The supervisors held them to the terms of their contract,
and they accordingly forfeited the $25,000 certified check they had
put up, and relinquished the contract. New bids were called for and Mahoney
was awarded the contract.
The Geary Street Railroad company was incorporated in 1878 with a franchise
that was to expire in 1903. In 1902 a bond issue for the city to take
over the road was submitted to the people by the board of supervisors but
defeated. A similar proposition met the same fate in 1903.
In 1907 a bond issue for $720,000 was authorized by the supervisors but this
was held up by a decision of the superior court.
ALL OBSTACLES REMOVED
Two bond elections were held in 1909, the first one in June failing to secure
the necessary two-thirds majority by 436 votes. In December of that year
the bonds were carried after a stirring campaign.
An injunction against the sale of the bonds was issued, but by a decision of
the state supreme court the Issue was declared legal.
A bill insuring the legality of the building and operation of the road by
the city was passed by the legislature in February, 1911, and the way was
then clear for carrying out the project. The entire bond issue of $400,000 was
sold in April, 1912, to Adams & Co. of Boston at a premium of $2,064.
Go to top of page.
"Sunny Jim" Rolph was Mayor of San Francisco from 1912 to 1931. He was mistaken in
saying that San Francisco built the first municipal railway. Gavin McNab was a San
Francisco attorney and reformer. He later defended Roscoe "Fatty" Arbuckle.
Electrified by a current of enthusiasm that surged through 50,000 breasts
and broke forth in cheers from 50,000 throats. San Francisco's municipal railway
sprang into action yesterday, cutting with its pioneer wheels an indelible track
across the page of history.
There was hardly any need of the trolley wire overhead. The spirit of
the crowd was enough to move a battleship. From 12:34 o'clock in the
afternoon, when Mayor Rolph squeezed aboard the first car at Geary and
Kearny streets, until the car returned at 2 o'clock, there was one long
succession of cheering, shouting, horn tooting, flower throwing and general
jubilation.
And well there might be. It was a dream of 20 years come true, success
carved out of many failures, realization after almost a decade of expectation.
LIKE RIDING ON AIR
The Geary street road is in actual operation. Some people pinched themselves
to make sure they were awake. Old men, grown gray with waiting, stood in the
doorways of their homes out in Geary street, feebly waving canes and hats. One
old fellow brushed the tears from his eyes. The joy was too much for htm.
Like the marrn of conquering heroes returning home for their laurel wreaths
the gray coated cars seemed fairly to prance along the line. The engineers
insist that they ran on the rails like any ordinary car. but those aboard felt
certain that they were riding on air, and that the real motive power came
somewhere from the hearts of an exuberant people.
Mayor Rolph called it "the people's road, built by the people's money,"
and the people were there to prove it. All knew from previous announcements
that the 10 cars were scheduled to start shortly after the lunch hour,
and that the first car would lead the triumphant procession at exactly 12:30
o'clock.
GREAT THRONG WAITS
Apparently nobody bothered much about the noonday meal. Long before 12 o'clock
the gore of Geary, Market and Kearny streets was black with a curious, expectant
throng, which spread for half a dozen blocks in each direction.
Lucky for San Francisco that the city, in its first venture as a railroad
magnate, had the police with it. They had their hands full keeping clear a
space wide enough for the cars to come down Geary street to the starting
point. When the first car hove in sight, graceful in lines and splendid
in its new uniform of gray with gold stripes, the people spoke their welcome
in a shout that woke an echo in Twin peaks.
All San Francisco wanted to get on that first car. The nickel was the
greatest coin in the realm. Protests, pushes and broad backs of the police
finally carved a passageway in the pack for the official passengers.
ROLPH'S NICKEL "KNOCKED DOWN"
Mayor Rolph jumped from his auto and managed to get in the vicinity of
the rear platform. Treasurer John McDougald had bribed the real conductor
to let him collect the first fare. Rolph was actually boosted aboard. As
advised by a sign on the side of the car, he had his fare ready.
Rolph paid the first fare, but here is a secret quite as important.
Treasurer McDougald, who is presumed to be the guardian of the city's coin, was
the first to "knock down" on the municipal railway.
He kept the mayor's nickel for himself, boldly placing it In a plush jewel
box which he brought for that purpose. But McDougald, "conscience stricken,''
as he explained later, made the robbery good by tossing in the fare box another
perfectly good nickel. He will keep that paid by the mayor as a souvenir.
JOY RIDE COSTS NICKEL PER
Rolph had $2 in brand new 5 cent pieces, the first nickels ever made at the
mint in this city, and coined within the last week. Those given Rolph were the
first put in circulation. They were sent to him by Thomas P. Burns, acting
assistant treasurer of the United States, and were distributed by Rolph among
his friends on the first car.
Rolph's entire official family, or at feast all those physically able to jam
their way through the crush, boarded the car with him. The board of works
commissioners, supervisors, city engineers, builders of the cars and others,
70 in all, managed to get aboard.
Superintendent Thomas A. Cashin of the municipal railway, upon whose
shoulders rested the success or failure of the road's maiden trip, called out:
"Every one must pay his fare; this is no joy ride at the city's expense."
All obeyed. McDougald was not over-particular about making change. He
did not object if an official dropped a dime Instead of a nickel into the box,
but he insisted on at least a nickel.
WHEELS UNDER FEET, SAYS ROLPH
Rolph made a speech from the front platform before the car started. Having
in mind the saying attributed to Gavin McNab that "the wheels should
be taken from the heads of the people end put under their feet," he announced
that "the wheels are now under our feet."
He called attention to the place the Geary street road will take in history,
since in San Francisco the first cable road was built and the city Is now first
to build and operate a municipal railway.
"It is a fact worthy of rejoicing that before 1912 draws to a close the Geary
Street Municipal railway starts today and marks a new era of progress in
the affairs of our city, and the wheels are now under our feet," said Mayor
Rolph as he leaned from the gateway of the car.
"It is, in reality, the people's road, built by the people and with the people's
money. The first cable road In the country was built In San Francisco, and now the
first municipal railway of the country is built In San Francisco. Our operation of
this road will be watched closely by the whole country. It must prove a success. We
must run it by proper methods. When we have it built from the ferry to the
ocean it will be the best single route in the city, and we must extend It
wherever possible, until it becomes a great municipal system.
SURPLUS FUND TO START
"Results speak louder than words. The monthly financial accounts will sing its
praises better than horns can do. As the share holders, the best information I can
give you today is the financial status of the affairs of your railroad."
The mayor then told the "share holders" that the road, embracing 5
miles of double track, had cost $139,000 a mile, and that there is still available
out of the original $1,902,341.50 bond funds a balance of $842,376.26 with
which to build the extensions to the ferry and the beach.
While the share holders were still voicing their approval of the management of
their road, Rolph seized the controller and officially started the Geary street road
in operation. There was an instant's quiver, a moment of tense hesitation, and then suddenly
the motor broke into its purr of satisfaction, the bell clanged, the wheels grumbled
a business like answer, and the municipal railway was In motion.
"GOOD LUCK, JIM!" CROWD YELLS
Slowly at first, and in fact for many blocks, the first car ploughed its risky
way through the blockade of spectators. Such a sendoff as it got will
never be forgotten. Those aboard laughed like children. Mixed with the
cries of many thousands was the tooting of auto horns, the blowing of fire
whistles and calls to the mayor of "Good luck, Jim, happy New Year," and
similar words of good will.
Flags waved, moving picture men and photographers rushed hither and
thither, and from the windows of every building the people shouted success to
their own railway.
At Union square and in front of the St. Francis hotel the auto horns played
a deafening tune.
Just beyond Stockton street little Edith Forrest, from the California
florists, ran out with a gorgeous bouquet of pink roses and, lifted In
the arms of a man, presented them to Rolph. The mayor accepted them as
symbolic of the rosy future before the city road.
LITTLE GIRLS WAVE GREETINGS
Hanging on the iron railing about the Protestant orphanage In Franklin
Street a group of little girls waved and added their shrill childish voices to
those of the throng. On sidewalks, steps, balconies, fences, roofs and every
vantage point residents in Geary street who had waited so long for the city
cars presented a row of faces that appeared, as the car swept by, to be one
great grin.
At Laguna street rice was showered upon the car and at other points along
the line. Some one said it celebrated the wedding of the city to the policy
of municipal ownership, but it was no doubt simply a happy people's way of
showing their lightness of heart.
One man at Buchanan street was completely carried away with excitement.
He was a peddler of toy balloons. In his anxiety to wave both hands he let
the whole bunch of colored gaa bags escape, but he still smiled
after the car.
Fillmore street gave the new road a big reception. At Divisadero a fire
engine just leaving the house shrieked its welcome. The city car barn in
Presidio avenue was reached without a mishap or near accident. From there
on the car jumped into high speed, running along Point Lobos avenue to
Tenth avenue and turning down Tenth avenue to the park at Fulton street.
"Everybody off," cried Rolph. "And you can't get back on again without
paying your fare."
An ideal California sky overhead and the green of the park close by greeted
the passengers who had run the gauntlet of excitement. Tenth avenue and
Fulton street is the terminal of the branch line, and at that point the first
car switched for the trip back to Point Lobos avenue.
All the way out the car had been escorted by many automobiles, In which
young women waved banners while horns tooted and shrieked.
Mrs. Rolph, wife of the mayor, was in one auto. She alighted when the
car stopped at the park, and, accompanied by Rolph, prepared to board
the streetcar, which again was hemmed in by a crowd.
Rolph halted at the step to accomodate the camera men and Mrs. Rolph
mounted to the platform. She had a dime in readiness to pay her fare to
Treasurer McDougald when Rolph looked around.
"Let me do that," cried Rolph, and Mrs. Rolph laughingly replaced the coin
in her purse.
Loaded until its passengers were glad of the open windows, the car raced
along Tenth avenue to Point Lobos and out the main line to Thirty-third avenue.
Here, which is at present the end of the line, another group of joyous
residents had assembled.
"Are you glad to see the cars out here?" asked Rolph.
"You bet we are," came the answering chorus.
"And we want to see them go on to the beach," added a woman.
"They'll go there," cried Rolph.
The return trip was made with speed. Rolph, as on the outward journey,
stood on the front platform close beside the motorman. At Thirtieth avenue
the car was showered with bouquets. Perhaps the happiest man aboard the
car was H. D. Free of 767 Seventh avenue. He rode on the first car of the
old Geary street cable road when it started operation in 1880.
Next to Free the passenger that received most notice was little Miss
Jeanette Harris, 20 months old. She was the first baby to board a municipal
car, which she accomplished while asleep in the arms of her mother, Mrs.
C. M. Harris of 161 Seventh avenue.
On the return journey the first car passed the other nine, which had been
lined up behind it at the starting point. These were packed with passengers,
who needed only their nickels to get aboard.
By the time the first car was on its return Journey the municipal railway
had settled down to business. Workmen on buildings along the line did not
trouble to stop their work. Persons on the streets gave it only a fleeting
glance. The cars had already been transformed in the minds of the people
from a curiosity to a convenience.
BIG CROWD AT RETURN
At 2:03 o'clock the exultant party of city officials were back at Kearny
street, from which they had departed on the eventful Journey at 12:36.
Responsible in a large measure for the successful trip was T. E. Anderson,
superintendent of the service department of the Westinghouse Electric
company, who supplied the motors for the city cars.
Anderson ran the car on its initial journey. After that he was relieved
by Eugene W. Clisbee, the regular motorman. Nathan Rahn was the conductor.
The first car took in $2.50 on its outward journey and carried 70 passengers.
Among those who had the honor of being the first passengers on the first
car of the city road were the following:
Judge Angellotti, District Manager Carl Helse and Constructing Engineer O. W.
Sharer of the Westinghouse company, Chief Clerk Dunnigan of the board of supervisors,
D. M. Moses of the W. L. Holman company, builders of the cars; Policeman, F. W. Dasmann,
Police Sergeant Caples, Recorder Godchaux, Attorney Elliot M. Epsteen, Sergeant Thomas
Walsh of the mayor's office, all the supervisors, Commissioners Laumeister, Casey and
Fraser of the board of works. Assistant City Engineers Ransom and Loren Hunt, Mrs. Peter
Dawes, Secretary Churchill of the board of works, Edward Rainey. secretary to the mayor;
Assistant Secretary McEtee, Assistant City Attorneys Lull and English. George Symon, R. H.
Morse. J. A Heibring, Chief of Police White, Superintendent of Public Buildings T. A. Reardon
and a delegation of newspaper reporters and photographers.
ROLPH ROUTS CRITIC
The journey of the first car ended in a crowd nearly as large as that which
greeted it at the start. A band, engaged by the Public Ownership league,
was attracting some attention. Rolph, just as he was prepared to leave the
scene of his success in an auto, heard E. Backus, secretary of the league,
criticising the administration and stating that it had not made a fight for
municipal ownership and was not on hand to celebrate the big event.
Backus declared that his league had made the real battle that won for the
people the Geary street road and that it had been necessary to fight Rolph's
administration in regard to other public ownership plans.
Rolph jumped from his machine, gained the speaker's permission to
mount the soapbox on the curb, and, in the opinion of most of those present,
made a talk that completely routed his critics.
"This is not the time to toot our horn," the mayor concluded, referring
to the league's band. "Wait till we have the road running from the ferry
to the beach, and have proved it to be a financial success. Then we will
celebrate.
"But I am the captain of this ship, and I am going to keep it off the
rocks. I am not going to listen to criticism that leads us nowhere. I am
on the job, and I am just going to stay on the job until you say I'm not
making good. You've got the road running, what more do you want?"
"Nothing," cried the crowd, and gave the mayor six hearty cheers and a
tiger as he rode away.
It was the final stamp of approval on the municipal railway's inaugural
run.
Go to top of page.
The history of the Geary street line since the expiration In 1903 of the
franchise granted in 1878 to the Geary Street Railroad company has been a
succession of attempts by the people of San Francisco to put through a
municipal traction road, which began actual operations yesterday.
From 1902 until February 1911, when the state legislature passed a bill in
suring the legality of the building and operation of the road, campaigns for
bond elections were almost constantly carried on. Between popular votes and
court decisions the municipal railway project seemed doomed to failure, until
gradually increasing public opinion carried the bonds, 31,185 to 11,694, in
December, 1909. After that it was only a question of settling technicalities.
The Geary Street, Park and Ocean Railroad company was incorporated in
1878, with a franchise that was to expire in 1902, an expiration date earlier
than that of most of the old San Francisco street railway franchises. It was
generally understood that when the franchise reached its time limit the
first municipal railroad would be in stalled on that thoroughfare.
FRANCHISE DEAL BLOCKED
Despite that fact, a reputed dicker was on at least five years before the
expiration for a renewal of the franchise to the company. This was
blocked, and in 1902, the year when the franchise ended its life, the first
municipal bond issue to buy the road was proposed by the supervisors, but
a charter provision requiring a two thirds vote in its favor proved a
stumbling block. Although 4,000 more votes were cast In favor of the bonds
than against, the number fell short of two-thirds by 2,531.
The second election was held the following year, and again the bonds
failed to carry by 2,411, After 1903 nothing was done until 1907, when the
so called "boodle supervisors" authorized a bond issue of $720,000. Against
this the United Savings bank brought action to nullify the authorization and
its contention was upheld by the superior court.
Evidencing a strong growth of public opinion for the municipal road was the
first bond election of 1909, held in June, when, despite vigorous opposition, the
bonds failed to carry by only 436 votes. That was the beginning of the end of
private franchises in Geary street, for in December of that year the people
were victorious by a handsome margin over the two-thirds majority.
Even this did not settle the matter beyond doubt, for an injunction against
the sale of the bonds was issued by Superior Judge George A. Sturtevant.
The case was tried before Judge John J. Ellison of Tehama county, who
promptly decided In favor of the city. An appeal to the state supreme court
resulted In an affirmation of Judge Ellison's decision.
Then, in February, 1911, the state legislature passed Its bill insuring the
legalty of the bonds, and the way was at last clear for the municipal railway
to be built. The entire bond Issue of $400,000 was sold In April, 1912, to
Adams & Co. of Boston at a premium of $2,064.
BIDDERS LOSE $25,000
The contract for building the road was originally awarded April 1, 1912,
to Bates, Borland & Ayer for $225,025, but they said that a mistake In their '
calculations had caused them to bid $30,000 too low. The supervisors held
them to their contract and they accordingly forfeited the certified check for
$25,000 which they had put up and relinquished the contract.
New bids were called for and April 17 P. H. Mahoney was awarded the
contract on a bid of $253,695. He was allowed 180 days to finish the contract,
with a bonus of $200 for every day saved.
The old road ran Its last car May 6, 1912, and construction of the city's line
began two days later.
Go to top of page.
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Copyright 1996-2018 by Joe Thompson. All rights reserved.
Last updated 01-October-2018