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Re: Muni tracks were on the outside lanes on Market?
Author: synonymouse
Date: 01-04-2019 - 00:51
No, the Sacramento St. line was out of Washington & Mason carhouse and 42" gauge as well.
I came up with some ideas about how cars were put into service on the Sacramento St. line. In the early days I believe the Washington & Jackson line went all the way down to the Embarcadero and they could have entered service there. But that section was given up by the time of the United Railroads I believe but there was also the possibility of a connection of the outer end of the Washington & Jackson Sts. line at Steiner and the Sacramento St. line. However that would have meant a large deadhead.
But they could have put the cars into service by coming out of the carhouse as with the Powell cars today down Washington right onto Powell, crossing Clay and proceeding somewhat up the block towards Sacramento, stop, change ends and negotiate a crossover by gravity onto the outbound Powell St. track. Then stop again, set the switch to a curve track to the right onto Clay St. down the hill by gravity, pick up the rope, and on to the Embarcadero.
Coming out of service you would proceed somewhat up the Sacramento St. hill beyond Powell towards Mason, stop, change ends, set the switch to by gravity go back down and left onto the inbound Powell track and then use the same crossover above to go onto outbound Powell and back to the carhouse same as with the Powell cars today.
Complicated but only one crossover, no curves crossing tracks and I think if I remember right the grades work. Tricky and I can see why the Market St. Ry. wanted to get rid of the Sacramento cable because the streets are really narrow and crowded and of course expensive 2 man operation and limited capacity. The trolley coach line there now is quite busy.
Still those early gas buses that replaced in 1942 must have been a mess, noisy and stinky on those hills in Chinatown.
I came up with some ideas about how cars were put into service on the Sacramento St. line. In the early days I believe the Washington & Jackson line went all the way down to the Embarcadero and they could have entered service there. But that section was given up by the time of the United Railroads I believe but there was also the possibility of a connection of the outer end of the Washington & Jackson Sts. line at Steiner and the Sacramento St. line. However that would have meant a large deadhead.
But they could have put the cars into service by coming out of the carhouse as with the Powell cars today down Washington right onto Powell, crossing Clay and proceeding somewhat up the block towards Sacramento, stop, change ends and negotiate a crossover by gravity onto the outbound Powell St. track. Then stop again, set the switch to a curve track to the right onto Clay St. down the hill by gravity, pick up the rope, and on to the Embarcadero.
Coming out of service you would proceed somewhat up the Sacramento St. hill beyond Powell towards Mason, stop, change ends, set the switch to by gravity go back down and left onto the inbound Powell track and then use the same crossover above to go onto outbound Powell and back to the carhouse same as with the Powell cars today.
Complicated but only one crossover, no curves crossing tracks and I think if I remember right the grades work. Tricky and I can see why the Market St. Ry. wanted to get rid of the Sacramento cable because the streets are really narrow and crowded and of course expensive 2 man operation and limited capacity. The trolley coach line there now is quite busy.
Still those early gas buses that replaced in 1942 must have been a mess, noisy and stinky on those hills in Chinatown.
