Yes, it is very cool. I read it several years ago.

I corresponded with the author about a few very minor errors and omissions, but it was outstanding work. His name is Mark Duncan, but I forget his reason for writing it.

These were my inputs that I made in 2009. I'm not sure if my last one was correct. Did they ever actually operate those trains to the Ferry Building?

> Page 10: Tunnel 5 was bypassed in 1956, due to the construction of
> Highway 101, not the late-1940s as indicated. I've seen a picture of
> a
> GP9 pulling a train out of Tunnel 5 on it's last day. They cut in the
> northbound bypass a few days before southbound trains started
> bypassing the tunnel. The south end of the tunnel was plugged, but
> you can still see remnants of the retaining wall at the entrance along
> side of 101 now, if you know where to look.
>
> Page 11: It's not totally true that the construction of Highway 280
> caused the demolition of the 3rd and Townsend depot. I know the
> original intent was to use the land for an off-ramp, but that never
> happened as you allude to later in the article.
>
> Page 16: The first part of the old Mission District line was
> abandoned in 1942, as you state. However, most of the branch was
> later cut back in phases: Elkton to Daly City in the 1960s and the
> Baden to Daly City portion around 1977.
>
> Page 20: I think that first train in the timetable (non-stop to Palo
> Alto) left at 5:14 not 5:00. I think that's a typo.
>
> Page 27: The three GP40P-2s were built in 1974 and entered commute
> service in June 1975. 3197 pulled the first train out of the 4th &
> Townsend station. Also SD9s were used occasionally into the 1980s. A
> single FP7 was used (usually on trains 110 and 151 until 1972)
>
> Page 31: I'm surprised you don't mention the GP40P-2s since they were
> purchased specifically for the commute service, unlike the other SP
> engines.
>
> Page 34: For reference, the last four 60 foot steel cars were retired
> in 1968.
>
> Page 49: For reference, the Newcomb Ave. station was closed around
> 1952-53.
>
> Page 52: There was also the Butler Road stop that was .7 miles north
> of South San Francisco. That was mainly for the Bethlehem Steel
> plant. It was closed about 1980, give or take a few years.
>
> Pages 55, 57: The San Bruno and Lomita Park stations were combined in
> 1963. That's why Lomita Park was closed and San Bruno moved 1/2
> (actually .6 to be exact) miles south as you indicate. However,
> Lomita Park was 1.1 miles south of the then-San Bruno station, not a
> half mile.
> It was a half mile south of the combined San Bruno station that opened
> when Lomita Park closed.
>
> Page 58: For reference, the Mills Mansion shown burned down around
> 1953-54 if I recall. They were using a torch for something and it
> mysteriously caught fire (very similar suspicious circumstances to how
> Tanforan Race Track burned down too, when they were slated for
> demolition).
>
> Page 62: The 40 line interurban was abandoned in 1949 as you
> correctly state earlier, not 1948.
>
> Page 65: As you probably know, Bay Meadows Race Track closed last
> year.
>
> Page 72: The Los Altos Branch was abandoned in January 1964, not
> 1963.
> As you know, one commute train (129 and 132) ran over the branch from
> San Francisco to Los Gatos, and then deadhead to San Jose until it
> closed in 1964. The spur from Vasona to downtown Los Gatos was
> abandoned in January 1959. I'm surprised you don't mention that in
> your excellent article.
>
> Page 95: I didn't see if you mention it, but sometime in the 1980s (I
> forget exactly when) four rush-hour commute trains continued on State
> Belt trackage to the ferry building. That's the only time I'm aware
> of in the modern era that commute trains terminated closer to downtown
> (apparently a few steam powered trains ran on the Market Street
> streetcar lines for special events to the ferry building in the 1800s
> when the Mission District Line terminus was at Valencia Street.
>