THROUGHOUT THE HISTORY of electrified
urban public transport in the United States, there are
a few events which truly stand out, and which also
have affected and made a lasting impression on
millions of Americans, as well as visitors from afar.
Some of these milestones include the perfection
of the electric trolley car by Frank Sprague in 1888,
which brought cheap and reliable transportation to
American cities; his later invention of multiple-unit
control for rapid transit trains, which led to the
creation of elevated networks in Chicago, Brooklyn
and Manhattan; and the opening of the first subway
in Boston in 1897, followed seven years later by the
first major subway system in New York. Other
milestones included the opening of this country’s first
major publicly-owned street railway system in San
Francisco in 1912; the development of the PCC
streetcar in the 1930s; the new wave of subways in
San Francisco, Washington, Atlanta and Los Angeles
starting in the 1970s; and finally, the renaissance of
surface electric urban rail, which began in San Diego
in 1981, after streetcar technology had all but died
out in America.
To this list, one must certainly add San
Francisco’s wonderful and colorful F-Market &
Wharves historic streetcar line.
To be sure, the F-Line is not the first of its
kind. That honor belongs to the St. Charles Streetcar
line in New Orleans, whose olive green trolleys have
been plying the line since 1924, earning it National
Historic Landmark status (the line itself was
established in 1835). The F-Line was also not the
first new permanent historic trolley route constructed
and integrated with a city’s transit system; the nod
here goes to Seattle’s Waterfront Streetcar in 1982,
joined by Dallas in 1989 and Memphis in 1993.
(Actually, Detroit’s Downtown trolley line was the
first, in 1976, but it was abandoned in 2003.) And it
was not even the first city to introduce colorful
streetcars; witness Pittsburgh’s multi-colored PCCs
in the 1970s, where one writer remarked, “I can’t
think of a better pastime than to watch the colorful
trolleys go by.” (Ironically, the same man who
instigated Pittsburgh’s flamboyant PCC trolley
liveries was the one who later became general
manager of Muni during the Trolley Festivals–Harold
H. Geissenheimer.)
But its origins in the Trolley Festival years of
1983-1987, its unique international fleet and colorful
liveries, its extension to Fisherman’s Wharf in 2000,
and its high ridership and frequent service have
made the F-Line the most successful and influential
historic transit operation in the country.
Indeed, transit and civic officials from across
the United States and all over the world have
descended on the F-Line to study why it works and
how such a relaxing reminder of a more genteel time
can be made to work in their own cities. The
evidence continues to mount. Since 2001, Kenosha,
Tampa and Little Rock have built and opened new,
low-budget historic trolley systems, while Dallas,
Memphis and New Orleans have extended theirs.
But the principal reason for the F-Line’s
runaway success is that it was conceived as a major
transit line in a city that already enjoys high transit
ridership. Figures from the 1970s and 1980s show
that San Francisco had the second-highest per capita
transit ridership in the United States, after New
York City. The fact that the F-Line is a rail service
was enough to spark a 43% increase in ridership over
the bus service it replaced in 1995. Its acceptance,
from its very first day of operation on September 1,
1995, and its quick assimilation into the fabric of
everyday life and public transportation, is a tribute to
the way it was planned from the very beginning.
Another aspect of the F-Line’s success is that it
serves four distinct markets: commuters, short-trip
discretionary riders, residents, and tourists. A survey
conducted during the Trolley Festival years
showed that ridership was split in thirds between
locals, Bay Area residents and people from outside
the area. Clearly, this was a recipe for success! And
the Trolley Festivals only operated from May to
October. The F-Line operates 20 hours a day, seven
days a week.
Re-instituting heritage streetcar lines aren’t
the only tool in American cities’ efforts to improve
transportation by bringing back rail transit. The
light rail transit (LRT) renaissance began in 1981 in
San Diego (and in two Canadian cities–Edmonton
and Calgary–before that). By 2011, LRT had been
introduced to 16 more American conurbations, and in
virtually all of them, ridership has boomed as
Americans rediscover the pleasures and efficiencies of
electric rail transport. Many of these new systems
also mix historic streetcars on their light rail tracks,
either full-time or on weekends, and for special
occasions. Many of the original LRT systems have
expanded significantly, and at least three more cities
will introduce light rail over the next five years.
The light rail-building boom has even extended
to cities that never completely abandoned the
streetcar, such as Boston, Cleveland, Newark,
Philadelphia and San Francisco.