Celebrating F-line enablers this Pride Month

There would be no F-line today without the concerted effort of a group of advocates and enablers in the early 1980s. Many of them were openly gay. No better time to celebrate their achievements than Pride Month.

That list simply has to start with Maurice Klebolt, a force of nature. Klebolt, who came to San Francisco from Chicago, ran a one-man travel agency, served as a part-time Muni operator, and cultivated elected officials on a single issue: operating historic streetcars on Market Street after regular streetcar service on the J, K, L, M, and N lines went underground with the opening of the Muni Metro Subway in the early 1980s. Others talked about it and began to plan for it, but Klebolt believed in actually DOING something instead. And did he ever. This story from the San Francisco Chronicle captures his activism perfectly.

Maurice Klebolt (left) with the Hamburg streetcar he brought to San Francisco, flanked by then-Muni General Manager Harold Geissenheimer in about 1984. MSR Archive

Klebolt and then-downtown business executive Rick Laubscher, who mobilized that community through the Chamber of Commerce, teamed up in something of a “Mr. Outside, Mr. Inside” pairing to win acceptance of a proof of concept in the form of a summer “Historic Trolley Festival” in 1983, which was renewed for a total of five seasons and built public support for the permanent F-line in 1995 and its extension to Fisherman’s Wharf in 2000.

Klebolt brought numerous international vintage streetcars to San Francisco for Muni’s fleet, and led the charge to grow the new, seven-member nonprofit known as Market Street Railway into a vibrant membership organization by personally shaking down – er, soliciting – everyone he know (and many he didn’t) for what were then $10 memberships. that remains in Muni’s fleet (and remains in need of restoration). Maury’s untimely death in 1988 at just 58 left a real void, but the success of the Trolley Festivals had put a permanent F-line squarely on City Hall’s agenda. Read our tribute to him here, with more hard-to-believe (but true) tales, including his personal version of Cold War-era glasnost.

“Streetcar Named Desire for Peace”, Moscow/Orel Car 106, brought to San Francisco by Maurice Klebolt, participated in a 1992 parade honoring San Francisco’s centennial of streetcars. MSR Archive

While Klebolt may have been the most visible openly gay man associated with the creation of the F-line, several others played very significant roles. The solid and enduring support of then-Mayor Dianne Feinstein was essential to the Trolley Festivals and permanent F-line, but the implementation of her wishes was carried out by her top transportation staff member, Alan Lubliner. Alan’s attention to detail and follow-through kept the project progressing, even when some inside Muni and other city agencies didn’t see the urgency of action. Alan went on to a very successful career in New York with the transportation consulting firm Parsons-Brinkerhoff (now WSP).

The city’s nonprofit partner in facilitating the first two Trolley Festivals was the San Francisco Chamber of Commerce (Market Street Railway took on that role starting in the third year). Lee Knight led the internal Chamber team that made dozens of arrangements on a faster schedule than the City’s procedures would allow. Lee later joined Muni’s then-parent, the city’s Public Utilities Commission as planning manager, before his life was tragically cut short by AIDS.

Once in operation, the spirit of the Trolley Festival was definitively captured by the senior motorman operating the vintage streetcars, Jack Smith, the son of one of San Francisco’s first African-American streetcar operators. Jack literally learned the craft of piloting streetcars at his father’s knee. His encyclopedic knowledge of San Francisco transit history and his unquestioned expertise in streetcar operation was looked up to by the other operators and by management as well. After his retirement from Muni, he served on Market Street Railway’s board of directors with distinction for several years, and was a long-time volunteer on restoration activities of our organization, focused on original San Francisco streetcars. Here’s how we remembered him after his unexpected passing in 2004, at age 72.

Motorman extraordinaire Jack Smith (left), who could operate any streetcar (or cable car), including the complicated Russian Tram 106, at first sight, receives a mock “tribute” from Maurice Klebolt, who brought the tram from Russia, at 17th and Castro in 1987. MSR Archive

There were many other members of the LGBTQ community that played positive roles in the Trolley Festival, particularly residents and merchants the Castro’s District, whose embrace of the vintage streetcars were a significant boost to their success. The Festival streetcars had to go where tracks already were, making Castro Street the logical terminal. Several gay business groups came together to issue a guide to introduce streetcar riders to neighborhood businesses. A booster committee was formed, led by a gay man named Robert Hunter, who asked the Chamber if they could create their own poster. Of course, came the reply. We have recently been offered a mint-condition copy of this artifact and offer this rough photograph we’ve been sent here.

And speaking of posters, we celebrate John Wullbrandt, then a young San Francisco artist who had done whimsical posters of a PCC and a cable car when we approached him to create posters for the first two Trolley Festivals. John raised the money from two other gay men, Bob Campbell and Joe Caplett, and we gained wonderful promotional tools. John is now a renowned fine artist based near Santa Barbara. We offer John’s 1984 poster of famous San Franciscans riding the Boat Tram (shown below) in our online store and at our museum store. The Chamber of Commerce focused on patronizing LGBTQ businesses for the promotional services needed for the Trolley Festivals, including purchasing signage from a small business on Brady Street, Budget Signs, owned by a young gay man named Mark Leno, who went on to a very successful political career in San Francisco and Sacramento.

Beyond the openly LGBTQ people who helped enable the F-line to become reality, there were other prominent people involved who chose not to reveal their sexual orientation during their lifetimes, and we honor that choice. But their contributions are certainly remembered and appreciated. (Anytime one attempts recognizing people who contributed to a team effort, there is always the risk of missing someone. We apologize if so.)

The historic streetcars have always been wildly popular in the Castro District, from the first article we remember being written about them in a local gay publication (with the headline “Zing Went the Strings of My Heart” from Judy Garland’s ‘Trolley Song’) to loud complaints from merchants and residents when F-line service was threatened with extended interruptions. On several occasions, vintage streetcars have taken pride of place in the annual Pride Parade, something we hope will happen again in the future.

During the Trolley Festival’s first year, 1983, both the Blackpool Boat Tram and Muni’s very first streetcar, Car 1, participated in the Pride Parade. MSR Archive

On a national and international level, many gay men took leadership roles in rescuing streetcars from the scrap heap starting after World War II, and in creating museums to operate them. They did this in an era when coming out was to risk severe professional and personal consequences, so they often did not reveal their preferences. But you can see their legacy in museums all over the world. Our nonprofit has likewise benefited by the work of openly gay folks who have served on our board, among them Maury, Jack, Steve Ferrario, and our longtime board member and secretary, Art Curtis, who worked his way up from PCC operator to Chief Inspector at Muni.

Today of course, Muni’s parent, the San Francisco Municipal Transportation Agency (SFMTA) is headed by a gay man, Jeff Tumlin, a San Franciscan for 30 years and frequent F-line rider. Its board of directors currently includes out small business leader Manny Yekutiel and has had other prominent LGBTQ leaders in the recent past, including former State Senator and State Democratic Party Chair Art Torres, and long-time board Chair Tom Nolan, who was previously a San Mateo County Supervisor. Indeed, at all levels, from front line workers to leadership to governance, the LGBTQ community is extensively represented at SFMTA.

Happy Pride Month!

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What’s New is Old

48-Ingleside-Taraval bus that replaced night and weekend K and L streetcar service in the early 1950s. MSR Archive

All Muni rail service has been halted since March with selected replacement by buses. Metro lines are now slated to reopen in mid-August, though no date has yet been set for resumption of historic streetcar and cable car service.

But Muni Metro will be different when it returns, at least at first. In a bold step, Jeff Tumlin, boss of Muni’s parent SFMTA, and Muni head Julie Kirschbaum are re-imagining Muni Metro for the first time since it opened in the early 1980s. This post on the SFMTA website has all the details, so we won’t recount them here, though we are including the post’s map below.

Proposed Muni Metro service starting mid-August. SFMTA graphic

We’re a historic transit site, so we’ll focus on the history, starting with the origins of Muni Metro. Muni was essentially gifted the Market Street Subway as part of the 1962 bond issue that built BART, and considered various ways to get the most value out of it. One idea given serious consideration in the 1960s was to buy high-platform subway cars, extend the M line under West Portal and the N in a subway to 19th and Irving, and make the J, K, and L buses. But voters turned down a Muni bond issue to pay for that, and many J, K, L and Outer Sunset N riders protested at giving up their one-seat rides downtown. So, pushed by BART to make up its mind, Muni essentially left routings as they were, cramming all five surface streetcar lines into the subway using new LRVs, and then intending to scrap surface streetcar service on Market (different story, covered here).

But feeding five surface rail lines at the mercy of mixed street traffic smoothly into a subway operation has consistently proved vexing. Delays in the subway have been common the entire 40 years it’s been open, delays that are often protracted, frustrating and sometimes enraging riders. Several visions to improve operations have put forward over the years by outsiders, including this one that we share as information only. All these visions have faced the same problem: strong neighborhood opposition to having to transfer to use the subway.

Boeing LRV on the M line at West Portal Station, 1990s. MSR Archive

By saying it’s an interim move, some observers note that what Tumlin and Kirschbaum are following is the old political axiom, “Never let a good crisis go to waste”; that is, try out changes now that you’d be unlikely to get through the political process in normal times. And Tumlin is on the record as saying he wants to rebuild Muni operations with a fresh eye, for tomorrow’s needs.

We must note, though, that the roots of this change are not new; they go back well before the subway existed, at least as far as the late 1940s. The K, L, and M lines we know today are essentially the same as when created a century ago. Then, it was politics and financial considerations that set out their routes. The K, for example, originally only went to St. Francis Circle. just five blocks from the West Portal of the Twin Peaks Tunnel. To extend it farther, the city cut a deal with rival United Railroads to share the track of URR’s 12-line along Ocean Avenue. But the K route looks weird on a map, like the line is making a U-turn. The original 1918 rationale seems to have been that the K could attract riders right away because the Ingleside was already largely built-up, while it would take many years for the L and M, much of whose routes went through vacant land to stimulate housing and thus ridership. The same could be said for the outer end of the N-Judah, opened through the new Sunset Tunnel in 1928. (Here’s the full history of streetcars in the Sunset.)

After World War II, San Francisco’s streetcar infrastructure — the tracks, overhead, and cars themselves, were worn out. Additionally, Muni was unable to win approval from voters to allow a single operator to run a streetcar. They still required crews of two, and labor costs were driving Muni from breaking even to losing money. That was a primary factor in converting two dozen streetcar lines to single-operator buses between 1947 and 1951. At that time, Muni considered a similar core rail service using just the M and N lines in their tunnels and on Market Street, with feeder buses to connect. In fact, they went so far as to start a bus line in January 1951 called the 48-Ingleside-Taraval (top photo) to replace K and L streetcars on the outer portions of those lines nights, weekends, and holidays. K and L riders complained of course, and streetcars were restored 16 months later.

The new interim plan for Metro service includes that same K/L routing, using LRVs on the surface only. Riders will have to transfer at West Portal to either the M, which will continue to operate its full route, or S-Shuttle service which will run in the subway only between West Portal and Embarcadero Station.

Boeing LRV turning from the K onto the L line at West Portal in the early 1980s. This is the same turn the K/L surface route will make when rail service resumes in August. MSR Archive

Prospective changes to the J-Church line also have a faint echo in the past. As one of the lesser-ridden Muni rail lines (then as well as now), Muni came close to replacing J-line streetcars with trolley buses (numbered 46-Church) around 1950, forsaking the scenic right of way through Dolores Park and over Dolores Heights with a straight trolley bus shot up Church, too steep for streetcars. It might well have happened but Muni ran out of money for new trolley buses and besides the neighbors on Church fought hard for their streetcars.

The new plan calls for running LRVs on the J from Balboa Park to Market Street only, transferring passengers there to the subway (or, when it starts back up) to the F-line. Intriguingly, shortly after the F-line opened in 1995, its PCCs were routed out Church Street at night for several weeks to provide J-line service while the subway was closed for work. (LRVs cannot currently use Market Street, since the overhead won’t work with pantographs, though in the longer term that could be changed.)

PCC 1015, newly returned from restoration, testing on the J-line at 21st Street earlier this year. Could this become real? Jeremy Whiteman photo for the 2021 MSR Calendar.

Officially of course, the re-start of Metro service with the routings shown on the map is interim. At the very least, the opening of the long-delayed Central Subway, not scheduled for the end of 2021, will take the T-line out of the Market Street Subway. And it’s possible, if riders see a net reduction in trip times, even with a transfer, that at least some of these interim changes could stick.

There are a lot of moving pieces in play here, not least of which is the severe budget strain governments will face in the wake of the pandemic. Who knows? Maybe if Muni is unable to fund the full complement of Siemens LRVs, the J-line could be run with PCCs. More than in a long time, anything’s possible now. And we at Market Street Railway are keeping an open mind about everything.

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Jeff Tumlin New SFMTA Leader

Jeff Tumlin on the N-Judah line at Carl and Cole Streets. Photo courtesy San Francisco Chronicle.

Bay Area native and long-time San Francisco resident Jeffrey Tumlin will take over Muni’s parent agency, SFMTA, on December 16. Mayor London Breed announced Tumlin’s new position as Director of Transportation at a City Hall news conference this morning, subject to appointment by the SFMTA Board of Directors (expected to be a formality).

Tumlin will take over the permanent job held by Ed Reiskin for the past eight years until Reiskin announced his resignation earlier this year. SFMTA’s Director of Sustainable Streets, Tom Maguire, has been filling in on an interim basis. Tumlin and his husband live in Noe Valley; he is a regular Muni rider and bicycle commuter.

Details on Tumlin’s career are here in this Examiner story, and here in SFMTA’s news release and in this SFMTA blog post.

We especially recommend the blog post to gain a perspective on Tumlin’s values and priorities. A couple of excerpts give insight. First, it’s clear one of his top priorities is “getting more people out of their cars and onto our buses and light rail vehicles”:

Getting people to change their travel behaviors won’t be easy. But living in San Francisco has taught me that we’re all in this together and riding Muni taught me how to be a San Franciscan.

And perhaps, most relevant for our nonprofit advocacy group, its members, and our many supporters and friends, this concluding remark:

Another thing that excites me is that, in San Francisco, we incorporate a sense of delight into mobility. I love taking the F Line, riding the cable cars at dawn, biking on the Embarcadero, driving across Golden Gate Bridge. What we have here is special…and unique.  

We at Market Street Railway are excited about Jeff Tumlin’s arrival at SFMTA and look forward to working with him. We also thank Tom Maguire for doing a great job in the interim.

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