There’s a familiar sound at the Powell and Market cable car turntable, at least some of the time. Thanks to the initiative of the Union Square Business Improvement District and the support of SFMTA chief Jeffrey Tumlin, a Powell cable car will be on the ‘table every Tuesday , Thursday, and Saturday for at least several weeks, probably through the holiday season.
Covid-19 restrictions have put the cables out of service indefinitely, but at least this is a way to enjoy the sound of bell-ringing from some of the champs, take a selfie, and stick around for shopping and dining. Lots of nearby restaurants, including historic John’s Grill around the corner on Ellis, are serving on newly constructed outdoor patios. And more and more shops are reopening.
Take a listen to a serenade from bell-ringing champ Leonard Oats.
Music to our ears! Speaking of which, friends are looking at adding a string quartet to the action. And when the time comes, holiday decorations. Stay tuned!
In the wee hours of August 2, 1873, Andrew Hallidie gripped the first street cable car in history over a precipice on Clay Street. Hallidie, a Scots immigrant who had extensive expertise in “wire rope” technology to move buckets of ore above ground in the state’s mining district, had applied his knowledge to pull people in little cars up hills that horses couldn’t climb. His franchise for the line had technically expired at midnight on August 1, but there were delays, including the refusal of the gripman he hired to operate the car after taking a look down the hill. So Hallidie did it himself. Apparently, no one noticed that he missed his franchise deadline and even today, the anniversary date is commonly given as August 1. (That first operation, incidentally, was a test. Paying passenger service didn’t start until September 1.)
Hallidie’s invention soon swept the world because even with high capital costs, cable cars were twice as fast as horse-drawn streetcars even on level ground, meaning you could carry more passengers per day. Also, operating costs were lower (horses were very expensive to maintain). But the cable revolution only lasted 15 years until Frank Sprague’s development of the electric streetcar in 1888, significantly faster than cable cars and cheaper to build and run. Cable systems around the world were quickly converted, leaving only those serving steep hills. Buses ultimately took over almost all of those as well. By 1957, San Francisco’s was the only traditional street cable system left in the world. (Check out differences between cable cars and streetcars.)
Today, there’s no special bell serenade or even the clicking of the cable to mark the 147th birthday, because the cable cars are silent, shut down since March because of Covid-19. Muni officials have ruled out a comeback anytime soon, probably until an effective vaccine is deployed, because there is no way to shield the operators from passengers, as is being done on buses and light rail vehicles (and we hope soon on the shut-down historic streetcars as well). Indeed, it is possible that the silenced bells and cables could last longer than any previous shutdown.
In their entire 147-year history, there have only been two extended cable car shutdowns: one, following the 1906 earthquake and fire, which decimated cable car machinery and incinerated many cars, lasted about a year; the other, the complete rebuilding of the system from the dirt up in 1982-84, lasted about 18 months. Given the resurgence and persistence of the virus, the little cars could be off the street longer than that.
We hope not; instead we hope the 148th birthday can be celebrated on the cars themselves, climbing ‘halfway to the stars’! Meanwhile, we will be celebrating cable car history here, with a series of posts on little-known aspects of the little cars.
In the wee hours of Sunday morning, May 16, 1954, several hundred San Franciscans gathered at California and Hyde Streets. They weren’t late-night shopping at Trader Joe’s, but rather were protesting what was then happening to the previous occupants of that property–cable cars.
Well after midnight, O’Farrell, Jones & Hyde car No. 51 crested Russian Hill and approached the old carbarn and powerhouse, headed for history. The car, built in 1906 (and still in service today on California Street), was swarming with riders, some carrying protest signs. Other like-minded people waited outside the carbarn. For a time, they blocked Muni efforts to pull No. 51 inside, until the police were called. While the cable car wars weren’t yet over, that moment was the last time a cable car ran the full length of a line that opened in 1891.
Seminal year: 1954
The ‘Battle of Car 51’ in 1954 was a seminal moment in what was a decade long political and social war over San Francisco’s beloved cable car system. The place where cable cars were invented in 1873 had seen many cable lines converted to streetcars right after the 1906 Earthquake and Fire. In 1912, Muni’s first streetcar lines, on Geary, replaced a privately owned cable car operation.
In those days, all cable car lines were privately-owned. The California Street Cable Railroad Co. (Cal Cable) owned its namesake line (which ran on California all the way to Presidio Avenue near Laurel Heights), the O’Farrell, Jones & Hyde line, and a five-block shuttle that ran on Jones between O’Farrell and Market.
Our namesake, Market Street Railway Co. (MSRy), owned the two Powell lines of the era, the Powell-Mason to the Wharf (still there on the same route), and the Washington-Jackson, which ran through Pacific heights all the way to Alta Plaza Park at Steiner Street. (MSRy also owned the Castro cable line, which closed in 1941, and the Sacramento-Clay line, which used a portion of the very first cable car route, shut down in 1942).When Muni bought out MSRy in 1944, it inherited the Powell cable lines. In 1947, Mayor Roger Lapham proposed replacing the Powell cable cars with twin-motored buses capable of climbing the hills. This public relations blunder of historic proportions unleashed the fury of San Franciscans led by a woman from Telegraph Hill named Friedel Klussmann.
In an era when ‘ladies’ weren’t supposed to speak out or take the lead on policy matters, Mrs. Klussmann, supported mostly by other woman, galvanized opposition to Lapham’s plan, which was repudiated at the ballot box by a margin of more than 3-1, enshrining protection for the City-owned Powell cable lines in the City Charter. (As for those replacement buses, they had a brief and undistinguished career on other routes. Market Street Railway has helped Muni preserve one of them for its historic value.)
Cal Cable collapses
Buoyed by the saving of the Powell cars, Mrs. Klussmann and her allies followed up with a ballot measure to buy the private Cal Cable system in 1948. It received 58 percent support, but fell short of the two-thirds required. But in November 1949, a revised measure that required a simple majority passed with 52 percent of the vote, allocating up to $150,000 in taxpayer money to buy the Cal Cable system.
While the City’s representatives and the company’s leaders were trying to come to agreement on a fair price, the company’s financial situation was rapidly deteriorating. Labor strife (including a 25-day strike in 1949), construction of the Broadway Tunnel (which shut down the Hyde tracks in 1950), and finally the cancellation of its insurance, caused it to shut down its operations and file for bankruptcy in August 1951.
In January 1952, the City finally acquired Cal Cable for $139,000, and within a week reopened all three lines, including the Jones shuttle. Less than two years later, in November 1953, two Muni rehabilitation bond issues, which would have paid for rebuilding the California Street cable car tracks and partly rebuilding the powerhouse and barn at Hyde and California, failed at the ballot box.
By then, Muni was under increasing financial pressure itself because it faced a $4 million deficit (a rounding error today, but in those days, politicians believed a transit system should at least break even, as indeed Muni had done for most of its history).
Muni and City officials did take their financial situation seriously, though. In this same time period, streetcar service was cut to a bare minimum, with buses taking over all but the tunnel portions of lines nights and weekends. (Muni had been unable to win voter approval of a City Charter amendment to allow one-operator streetcar service. Even the then-new PCC streetcars were required at the time to have a conductor as well as a motorman).
In the aftermath of the bond defeat, a flurry of proposals quickly emerged to ‘consolidate’ cable car service in the name of saving money. It was clear that the most vulnerable stretch of trackage was the inner section of the O’Farrell Jones & Hyde line, which carried cable cars through the Tenderloin District, considered dangerous and tawdry by many, to reach Union Square and Market Street. Downtown interests wanted O’Farrell to become an auto thoroughfare, one-way eastbound, in part to serve a proposed (later built) garage opposite Macy’s.
In drafting options for future cable car operation, the Public Utilities Commission, which oversaw Muni, relied heavily on a consultant named Marmion D. Mills, a former transit bus salesman, who had led the implementation of its conversion of two dozen streetcar lines to buses over the preceding four years. Mills’ preferred “Plan A” for cable car consolidation called for retaining the Powell-Mason line and combining the inner end of the California line with the Hyde Street portion of the O’Farrell line to create a new California-Hyde line. The Washington-Jackson line, which at the time extended past Hyde Street, through the mansions of Pacific Heights, and past Fillmore to Steiner Street and Alta Plaza park, was protected by the City Charter, but Mill’s Plan A called for its scrapping anyway, though that would presumably require a public vote, plus formal abandonment approval from the Public Utilities Commission and the Board of Supervisors.
Mills’s Plan A was openly pitched as the most effective arrangement to draw more tourist ridership, keeping them out of the Tenderloin, while downplaying the usefulness of cable cars to actual San Francisco residents. Eliminating all cable service that crossed Van Ness Avenue would also benefit that heavy automobile corridor, then as now US 101.
City Public Utilities General Manager James Turner disagreed with Mills’ Plan A, calling the conversion work to create a California-Hyde line too expensive and instead proposing to abandon all three Cal Cable lines completely, continuing to run only the City Charter-protected Powell-Mason and Washington-Jackson lines.
Two members of the Board of Supervisors, first Francis McCarty, then J. Eugene McAteer, initially supported the proposed California-Hyde line. McAteer also proposed extensions for both the Hyde and Powell-Mason lines into the heart of Fisherman’s Wharf, where he happened to hold restaurant interests.
Cars vs. cables
As arguments raged, attorney Morris Lowenthal began speaking out against the cuts and allied with Friedel Klussmann and others to forge a opposition movement to save all the cable car trackage. The active role of Mrs. Klussmann, by now widely regarded as the cable car savior, made politicians begin to twitch, as they had already seen the passion she aroused in 1947.
The Downtown interests, whose main target was O’Farrell, apparently approached Ms. Klussmann and offered to support a compromise where the Hyde line and Jones shuttle would be combined to provide through service, abandoning only the tracks on O’Farrell. Mrs. Klussmann said no. McAteer backed off his California-Hyde proposal and told Mrs. Klussmann he would support a Board of Supervisors resolution to save all five cable lines. This caused her forces to postpone a voter initiative drive to accomplish the same thing.
At the last minute, though, McAteer changed his position again, throwing his weight behind a compromise plan (Mills’s “Plan B”) to create the cable car system we have today, by ripping out the California line west of Van Ness, combining the Hyde trackage with the inner portion of the Washington-Jackson line, and scrapping the outer part of Washington-Jackson between Hyde and Steiner.
Thanks to McAteer’s flip-flop, that ‘compromise’ cable car alternative (so called because it kept at least some of the Cal Cable trackage) faced no competition on the June 1954 ballot. The Public Utilities Commission had already irked cable car supporters by shutting down the Jones Street shuttle in February, then really fanned the flames by closing the O’Farrell line and the Cal line west of Van Ness on that May evening, without waiting for the June vote.
The Klussmann-Lowenthal forces girded for battle against ‘Proposition E’ while Downtown interests campaigned for it. That kind of face-off has been a staple of San Francisco politics for a century. What was different this time is that the Public Utilities Commission, which ran Muni at the time, interfered in the election in a way that would be unthinkable today. They put an outside public relations man, David Jones, on the city payroll, with explicit instructions to get Prop E approved. Jones set up bogus committees of ‘cable car ladies’ and ‘labor’ intended to confuse voters into thinking this plan was agreeable to the Klussmann forces.
Jones issued misleading statements in the campaign, such as “every cable car on the street today is here to stay.” Literally true at the time, since the O’Farrell cars were by then off the streets, along with half the Cal cars, and while the Washington-Jackson line was to go, the cars on it would stay, on the new Powell-Hyde line. Ads paid for by the ‘Cable Car Festival Committee’, the David Jones-front ‘ladies’ group’ said “Yes on E–Keep the cable cars rolling…bring back the Hyde Street grip”–another extreme stretch, since a ‘no’ vote would have kept twice as many cable cars running, and retained the entire Hyde Street operation on its traditional alignment, not just the Russian Hill slice.
When voters pulled the levers in June 1954 following this deluge of disinformation, they passed Prop E by a scant 12,000 votes. Allies of Mrs. Klussmann, led by attorney Morris Lowenthal and his ‘Cable Car Vigilantes’ group (including eager young volunteers like Philip Hoffman, longtime historian for our nonprofit) rapidly qualified an unprecedented initiative to amend the City Charter to undo what Prop E had done. Again, Jones, still on the City payroll, went to work. Merchants groups were offered zoning changes to permit parking lots in exchange for their opposition to the cable car restoration initiative, Prop J. Muni books were cooked to make a claim that the smaller cable car system implemented by Prop E was saving money, when in fact, deficits were actually higher than when all five lines were running.
This all came out in a subsequent trial, when Lowenthal sued Jones and won. However, by that time, Prop J had lost, and the city had already torn up the tracks on O’Farrell. Turner and Jones were both found liable and Jones was forced to return two months pay to the City. But the ballot measure results stood, and half of the city’s cable car system was gone forever.
Washington-Jackson ends, 1956
While Muni shut town all of the former Cal Cable trackage in 1954 (except California from Van Ness to Market), they kept the Washington-Jackson line running all the way to Steiner Street through September 2, 1956. Many residents of Pacific Heights, which supported the Washington-Jackson line, didn’t even know it was threatened, because it was never mentioned in the voter handbook and the Jones-led disinformation campaign claimed “every cable car on the streets today is here to stay”, but failing to mention that those assigned to the Washington-Jackson line would be shifted to the new Powell-Hyde line.
Even though voters had approved rescinding the City Charter protection for the Washington-Jackson line achieved several years earlier by Mrs. Klussmann and her allies, the city kept that line (and the shortened California line) running while designing new track curves to connect Washington and Jackson Streets to the remaining trackage on Hyde, as well as changes needed to consolidate California Street operations into the Muni carbarn at Washington and Mason Streets.
They left the track on Hyde between Washington and California and installed a pull-curve from California onto Hyde (something PUC GM Turner claimed would be too expensive to do) to enable the California Street cable cars to get to and from Washington-Mason. When the design was finished, they abruptly pulled the plug on the Washington-Jackson line September 2, 1956, and almost immediately hired a contractor to rip out the tracks west of Hyde (tracks which had been relaid only a few years before). This blunted last ditch-attempts by Pacific Heights supporters of the line to save it.
In fact, in yet another shady act by the city government, Muni leaders never took the abandonment of the Washington-Jackson line to their own Public Utilities Commission, nor to the Board of Supervisors, as required. When this was found out and publicized, the tracks were already gone.
What might have been
Looking at the available evidence, it appears clear to this writer that if the city hadn’t put its thumb on the scales with the activities of consultant Jones, voters would have retained all the cable lines, or at least most of them. The Chronicle had run a poll in February 1954 which showed public support running at a ratio of 13 to 1 to retain all five cable car lines. The strongest negative influence was downtown interests who wanted cable cars off O’Farrell Street. If Mrs. Klussmann had accepted the compromise proposal that would have run the Hyde line straight down Jones Street to Market (over the shuttle route), it quite possibly would have been adopted. Tourists drawn to that scenic route might have transformed the troubled area around Jones and Market and invigorated the stretch of Market between Powell and Jones.
Alternatively, if the California-Hyde compromise had been adopted, the foot of California Street, then a dreary collection of hotels and bars, might have been revitalized sooner, and the California line cars would be packed on the trip between the Ferry Building and Aquatic Park. As it turned out, the California line, while traversing beautiful sights through the Financial District, Chinatown, and Nob Hill, really doesn’t have a destination. Efforts to reverse that mistake, by extending it to Japantown on California or to City Hall on Polk, have come to nothing, and today’s environmental process and extreme costs of new construction make future extensions unlikely.
Either of those alternatives would have saved the Washington-Jackson line, which would likely have transformed the surrounding blocks of Fillmore Street and Alta Plaza Park to visitor destinations, a mixed blessing to nearby residents to be sure.
As it turned out, of course, the 1888 Powell-Mason line was joined by the “new” Powell-Hyde line in 1957, each connecting one part of the Fisherman’s Wharf area to Union Square and Market Street, clearly enhancing retail businesses at the ends of the lines. The California line still struggles to find significant ridership, especially after Muni through-routed the 1-California trolley coach via Sacramento and Clay Streets parallel to and immediately north of California, and started charging more than twice as much for locals to ride the cable car instead of the bus.
Still with us
While the O’Farrell, Jones & Hyde line is a half-century gone now, it lives on, not only in the Hyde Street trackage (now operated as part of the Powell-Hyde line), but in many of the cars that originally ran on the line.
When Muni eliminated about three-quarters of the mileage of the old Cal Cable lines, dozens of the double-ended maroon and yellow cable cars were sold off as surplus. (Author Paul Bignardi tracked down the fate of all of them in his fleet history of all Muni vehicles, available at our museum or online store.)
In the mid 1990s, Market Street Railway volunteers, led by the late Dave Pharr and master craftsman Fred Bennett, spent thousands of hours meticulously restoring one of these, O’Farrell, Jones & Hyde car No. 42, to its original condition, including solid tongue-and-groove ends and ornate hand lettering and striping. The car, reacquired from a rancher in Santa Maria who had protected it from the elements, is now again part of Muni’s fleet — the only one wearing the O’Farrell, Jones & Hyde livery — serving as Muni’s ceremonial cable car and carrying the public every year during Muni Heritage Weekend.
While the bodies of the cable cars that ran on the California and Hyde lines were identical, the grip mechanisms were not, so each line had its own dedicated fleet. After the ‘consolidation’ of 1954, Muni standardized all the grips, then picked the best double-end cars from both lines–California Street, and O’Farrell, Jones & Hyde–to be used on the reconstituted California Street line. Six ex-O’Farrell cars, Nos. 50, 51, 53, 56, 57 and 58, migrated to the California line, where they still run today.
Written by Rick Laubscher. Photos by Walter Vielbaum, except where noted..
This story is an updated version of one originally published in our quarterly member magazine, Inside Track, in 2004, to mark the 50th anniversary of the cable car massacre of 1954. Inside Track always contains exclusive content you won’t find anywhere else (at least until much later). We depend on your support to further our mission of Preserving Historic Transit in San Francisco, so please join Market Street Railway or donate. Thank you.
Muni Heritage Weekend got off to a great start last night (Thursday), with a VIP reception at our San Francisco Railway Museum. Upwards of 70 invited business, neighborhood, and civic leaders heard Mayor London Breed extol San Francisco’s history and the role transit played in making the city what it is today. Market Street Railway President Rick Laubscher paid tribute to transit pioneers through the decades, whom he described as “fighters for equality, for inclusion, for opportunity”, and lauded the team that brought Sacramento-Clay Cable Car 19 back to life. They include: Project Manager Arne Hansen, the shop superintendent; Electric Transit Mechanic Dave Kerrigan, who installed a complete braking system, Master Carpenter Antoni Cunha, who repaired and strengthened the running boards; Painters Danny Hicks and Henry Pegueros, who did a masterful job of painting, polishing the brass, and detailing the cable car.
That group, and the other guests, then processed from the museum two blocks to California and Market Streets, where “Big 19” was staged on the tail track of the California Street cable car line, ready to go. After a ribbon cutting, featuring Mayor Breed, SFMTA Vice Chair Gwyneth Borden, and the car’s restoration crew, Gripman Val Lupiz, whose personal enthusiasm for the project made a big difference in moving it forward, er, moved the car forward … up California Street, “halfway to the stars”, as the song lyric goes with the Mayor and a packed car of guests happily taking it in.
Climbing Nob Hill with a crush load is just about the ultimate test for Big 19, and under Val’s expert hand, it went flawlessly. The Mayor had to disembark at Grace Cathedral for her next engagement…clearly reluctantly, asking to ride at least one more block…and the rest of the guests proceeded to Van Ness, where “Big 19” reversed smoothly.
But then the Cable Car Gods said, “Not so fast”. One block into the return trip, another cable car hit a bumper bar on the California cable, causing the cable to automatically shut down. When this happens, the cable machinery crew carefully winds the entire cable all the way through its length, inspecting it as it goes through the winding machinery at the carbarn to ensure it wasn’t damaged. If it is, the line can be shut down for hours.
And so, guests on this memorable inaugural run of Big 19 got an unexpected experience: one of Muni’s brand new hybrid buses appeared to take them back to the museum, making them the first to make that round trip on transit vehicles built 136 apart.
Later, the cable was found to be fine, and Big 19 returned to the Cable Car Barn without incident. It will be out and running on Heritage Weekend with a VERY special treat starting at 10 a.m. for those who show up at the Cable Car Barn at Washington and Mason Streets: on its pull-out trip, it will go down the Hyde Street Hill to Aquatic Park, then back up Hyde, around the Washington-Jackson loop, and then over to California Street to go into service. At Heritage Weekend Central Control (the plaza outside the museum), we’ll keep track of where Big 19 is, so visitors can catch one of its several trips from California and Market to Van Ness and back.
That’s just one aspect of what’s going to be a great Heritage Weekend. Don’t miss it.
Early this morning, a cable car originally constructed in 1883 became Muni’s oldest operating transit vehicle. Early this morning, Sacramento & Clay Sts. cable car 19 made a full trip on the California Street line pulled by the cable. It was the first time this cable car was pulled by a cable on the street in 77 years, since its retirement in 1942. This news, and these wonderful photos, come from Market Street Railway member Traci Cox who documented the… — Read More
‘Tis the season to show off holiday spirit in all kinds of ways. The San Francisco Chronicle is both reporting and demonstrating that spirit with our most iconic transit vehicles, the cable cars. You can see the publication’s handiwork on Powell Cable Car 1 (pictured in the photo by Val Lupiz above, complete with Victorian-costumed guests), one of eight cable cars decorated this year in a growing campaign led by Val, Jeremy Whiteman, and Frank Zepeda (MSR members all), and supported… — Read More
From 1891 to 1954, double-end cable cars, almost identical to those on California Street, rambled from Market & O’Farrell streets through Union Square, the Tenderloin, and over Nob and Russian Hills to reach Hyde and Beach Streets near Aquatic Park. The City killed the inner part of that line and combined the outer part with one of the Powell Street cable lines to create the Powell-Hyde line in 1957. Now as a special event for San Francisco history buffs and… — Read More
August 2, 1873 — In the wee small hours of a misty San Francisco night (they didn’t call the month “Fogust” back then, but it was), a new type of transit was about to be inaugurated. An endless wire rope clattered beneath Clay Street. An odd open vehicle sat on the rails at the top of the hill. Standing by was Andrew Smith Hallidie, a Scot who had experience using wire rope in the mining business, and was part of… — Read More
San Francisco has a tradition of unique personalities who share a deep love of this special place. Nothing is more special in our special cities than the cable cars, and no one has a deeper love for our rolling National Historic Landmark than Val Lupiz. Val just celebrated his 19th anniversary as a cable car gripman, so he knows today’s system inside out. He also knows cable car history better than almost anyone else. That photo, above, is Val’s creation:… — Read More
Few people realize that most of the cable cars that run on the two Powell Street lines originally ran on Sacramento and Clay Streets. Before the 1906 Earthquake and Fire, the Sacramento-Clay line ran all the way from the Ferry Building to Golden Gate Park (at Sixth Avenue and Fulton). It shared ownership with the Powell lines. A number of new cable cars were locally built in 1893-94 by Carter Brothers to serve the Midwinter Fair in the Park. One… — Read More
The very good Chronicle columnist, Heather Knight, raises a provocative question today, one that we have raised before. In her column (which is behind a paywall, so we’re excerpting it below), she notes that many kids today are denied the unique experience of a cable car ride due to cost. Cable cars have fares separate from all other Muni services — and much higher. For example, to get from Downtown to Fisherman’s Wharf on an F-line historic streetcar would cost a… — Read More
One of the joys of the San Francisco holiday season 50 or 60 years ago was the arrival of Santa Claus. Not down the chimney on Christmas Eve, but weeks earlier, down Powell Street on a cable car. Along with thousands of San Franciscans of a certain age, I (Rick Laubscher, Market Street Railway president) remember it well. For many years after World War II, the Emporium chartered a cable car each year, decorated it, and carried Santa Claus downtown… — Read More
The double-deuce hits the street Wednesday, November 29 after being out of service eight years! UPDATE 11/29: Turns out the November 29 runs were for advanced testing…stand by for an announcement on passenger service. Its failing frame and rotting wood were certainly entitled to take a few years off, for Car 22 (once 522) is one of the relatively few surviving original Ferries & Cliff House Railways Cars from 1887. It started on the vanished Sacramento-Clay line, but moved over to… — Read More
This week is the 70th anniversary of the failed effort by Mayor Roger Lapham (at left in the photo above) to “junk the cable cars.” It’s truly something to celebrate, and it has engendered several news articles, such as this badly flawed one, which confuses the cable cars with streetcars and doesn’t know how to spell “trolley” and this one recounting the fight. Most of these accounts get a fundamental point wrong, and it’s an important one. Lapham’s misguided effort was… — Read More
In 1891, the California Street Cable Car Rail Road Co. opened San Francisco’s last all-new cable car line, on O’Farrell, Jones, Pine, and Hyde Streets, linking the Tenderloin with Nob Hill, Russian Hill, and the waterfront at what’s now called Aquatic Park (then a warehouse and industrial area). Market Street Railway will be suggesting specific celebration ideas to Muni, which has operated cable cars on Hyde Street since 1952. (Photo above is from 1954, just before Muni shut down the line and… — Read More