Some additional comments:

>No. 99 & 75 used to come in on Trk 14. That way they could cut the power off and run around the train and back to the house.
The story is that this type of move is attributable to a "mistake" the yardmaster known as Lionel Trains made one day. The inbound train could arrive on 14 track, chop off the engines, and run them back to the diesel shop without needing a switch engine to pull the cars back to let the engines out, as was necessary on the rest of the depot tracks

>(That outside track was also used to interchange with the State Belt). There was not any crossing protection for 3rd St. except a flashing stop light so they had to get a switchmen or crossing guard to protect the move.

Drags to/from the State Belt and Second St weren't supposed to use 14 track, rather the lead next to it in King St. Engines from trains arriving 14 would cut off the power and go across 3rd St to use the lead to go to 7th St. This was always done by the herder (a switchman who didn't get the cannonball pay). Everyone thought the switch across 3rd St was a rubber switch (a spring switch) until it got torn out. The switch was in the street, but the stand was in the sidewalk. It turned out that there was no spring mechanism after all, just that throw rod was so long it was springy enough to act like spring mechanism. And to think of all those TMs I herded across this switch without throwing it.

>The tunnel portal you can see just had a tail track in it so you could pull and switch the steel mill and not have to block the eastbound main. It held maybe 8 cars if that.

According to my SPINS book, the tracks in the tunnel formed a run-around, the tail of which extended west of the west end of the tunnel. In my five years in SF, I never saw any of these tracks used for anything other than storage.