Balboa Park station

Balboa Park is a Bay Area Rapid Transit (BART) and Muni Metro station complex located south of Balboa Park in southern San Francisco, California. It is an intermodal hub served by four BART routes, three Muni Metro lines, and a number of Muni bus routes. The station complex also includes two rail yards, Cameron Beach Yard and Green Light Rail Center, where Muni maintains Muni Metro trains and heritage streetcars. BART uses a below-grade island platform on the west side of the complex; Muni Metro routes use several smaller side platforms located on surface-level rail loops around the yards.

Balboa Park
A southbound BART train at Balboa Park station in 2019
Location401 Geneva Avenue
San Francisco, California
Coordinates37°43′18″N 122°26′51″W
Line(s)BART M-Line
Platforms1 island platform (BART)
2 side platforms (J and K)
1 side platform (M)
Tracks2 (BART), 1 loop (J and K), 1 loop (M)
Connections Muni: 8, 8BX, 28R, 29, 43, 49, 54, 88, 91 Owl, 714, J Bus, KT Bus, K Owl, M Bus
Brisbane-Crocker Park BART Shuttle
Daly City Bayshore Shuttle
Sierra Point BART Shuttle
Construction
Bicycle facilities12 lockers
Disabled accessYes
History
OpenedNovember 5, 1973 (BART)[1]
April 23, 1979 (Muni)[2]
Traffic
Passengers (2020)11,488 (weekday average)[3] (BART)
Passengers (2008)2,760 daily boardings[4]:34 (Muni Metro)
Services
Preceding station Bay Area Rapid Transit Following station
Daly City
toward Millbrae
 Richmond–​Millbrae
Weekdays only
 Glen Park
toward Richmond
Daly City
Terminus
 Richmond–​Millbrae
Saturdays
Dublin/​Pleasanton–​Daly City Glen Park
toward Dublin/​Pleasanton
Berryessa/​North San José–​Daly City Glen Park
toward Berryessa/​North San José
Daly City
toward San Francisco International Airport
 Antioch–​SFO/​Millbrae Glen Park
toward Antioch via Pittsburg/​Bay Point
Preceding station Muni Following station
Terminus J Church San Jose and Ocean
towards Embarcadero
Ocean Avenue/CCSF Pedestrian Bridge
towards Sunnydale
 K Ingleside Terminus
San Jose and Mount Vernon
towards Embarcadero
 M Ocean View
At San Jose and Geneva
Location

The San Francisco and San Jose Railroad opened in 1863, with Elkton station located near the modern site. Passenger service on the line (later the Southern Pacific Railroad Ocean View Branch) ran until about 1922. Electric streetcar service at Balboa Park began in 1892 with the San Francisco and San Mateo Electric Railway, which built a still-standing office building designed by Reid & Reid there in 1901. The United Railroads conglomerate built its Elkton shops on an adjacent parcel in 1907. In the 1960s, BART decided to use the Ocean View Branch right-of-way for part of a rapid transit system. The San Francisco portion of BART, including Balboa Park station, opened on November 5, 1973.

Both streetcar facilities were replaced by modern yards in the 1970s and 1980s. Muni Metro service to the Balboa Park complex began with the K Ingleside line in 1979, followed by the M Ocean View line in 1980 and the J Church line in 1991. In the early 2000s, BART and Muni began planning renovations to improve the accessibility of the station and its connections to the surrounding neighborhoods. A new BART entrance was completed in 2011, followed by new Muni platforms in 2015 and 2017 and an additional footbridge in 2018. Additional improvements like more elevators and modernized headhouses are proposed. The 1901-built office building and an adjacent powerhouse, both abandoned since the 1989 Loma Prieta earthquake, are planned to be renovated as a community center.

Station layout and services
Map of the Balboa Park station complex

The Balboa Park station complex is centered around an irregular quadrilateral bounded by Ocean Avenue to the north, the Interstate 280 (I-280) cut to the west, Geneva Avenue to the south, and San Jose Avenue to the east. The BART platform—a 700-foot-long (210 m) island platform—is located below grade on the west side of the complex. It stretches from Ocean Avenue to slightly south of Geneva Avenue.[5] The northern third of the platform, plus a small section at the southern end, is in an open trench; the remainder is under Geneva Avenue and the headhouse structure. The main entrance, located on the north side of Geneva Avenue, leads to a below-street-level fare control area in a mezzanine over the middle of the BART platform. Additional entrances from the south side of Geneva Avenue (via an underpass) and from San Jose Avenue at Geneva Avenue (the Muni entrance) also lead to the fare control area. From the two paid areas in the mezzanine, stairs and escalators connect to the platform.[6] An accessible ramp from Ocean Avenue runs along the west side of the station to a secondary fare control area at the north end of the north paid area.[5] An elevator on the north side of Geneva Avenue connects to the south paid area and the platform.[6]

A Muni Metro rail yard, the Curtis E. Green Light Rail Center, takes up the rest of the block. The east half is occupied by a maintenance building and the west half by open storage tracks, with an administrative building at the south end.[4]:80 Muni J Church and K Ingleside trains loop around the outer edge of the yard. Trains enter from Ocean Avenue and drop off passengers at a high-level platform (which is connected to the BART fare mezzanine and the path top San Jose Avenue with a ramp) on the west side of the yard. They lay over on a pair of tracks on the south side of the yard, then pick up passengers at a high-level platform on the east side of the yard adjacent to San Jose Avenue. J Church trains exit the yard there onto tracks on San Jose Avenue (with a separate stop at Ocean Avenue), while K Ingleside trains continue around the loop and exit where they entered.[5]

A second Muni rail yard, the Cameron Beach Yard, is located south of Geneva Avenue and east of San Jose Avenue. It includes a maintenance building, a storage shelter for historic streetcars, open storage tracks, and a currently-abandoned office building and powerhouse.[4]:81 M Ocean View loop around Cameron Beach Yard; the last stop for outbound trains is at San Jose and Niagara, one block to the south of Geneva Avenue. The stop does not have a platform; if a passenger needs an accessible platform to alight, the train will proceed across Geneva Avenue to a mini-high platform located at Seneca Avenue. Inbound trains pick up passengers at San Jose and Geneva, which has a concrete platform with a wayside lift for accessibility, after proceeding around the yard loop.[5] An unused set of storage tracks, the Upper Yard, is located on the west side of San Jose Avenue.[4]:79

Balboa Park is a major transfer point for Muni buses, with over 13,000 daily boardings by a 2008 survey.[4]:34 Routes 8, 8BX, 43, 54, 88, 91 Owl, and 714 stop on Geneva Avenue next to the BART station entrances. Routes 29 and 49 stop on Ocean Avenue at I-280 and at San Jose Avenue. Route 28R stops on San Jose Avenue next to the inbound M stop.[5] The 28R stop is also used by the early-morning J Bus, KT Bus, K Owl, and M Bus routes, and several shuttles including the Brisbane-Crocker Park Shuttle and the SamTrans Daly City Bayshore Shuttle.[7][8]

History

Southern Pacific Railroad
Freeway construction on the former SP right-of-way in 1964. Elkton Shops is at left.

The San Francisco and San Jose Railroad (SF&SJ) opened through San Francisco on October 16, 1863, and was merged into the Southern Pacific Railroad (SP) in 1868.[9] The line had several stops within San Francisco, including Elkton, located on the east side of the tracks 300 feet (90 m) south of Ocean Avenue.[10] It was primarily a freight station for nearby farms, though it also served the nearby Industrial School as well as residential neighborhoods that were laid out in the 1860s.[9] However, the railroad was not very useful to local residents: high fares discouraged both passengers and freight, and on-street running in the Mission District made the ride slow.[11] After the SP opened the faster Bayshore Cutoff in 1907, the original mainline through San Francisco was reduced to a minor freight branch (the Ocean View Branch) with minimal passenger service.[10]

SP passenger service on the Ocean View Branch was limited to a few daily locals after 1907, and just one daily round trip after June 1919.[10] Regular passenger service on the branch ended around 1922, though freight service continued. The tracks were abandoned north of Ocean Avenue (up to 23rd Street) on August 10, 1942, and south of Ocean Avenue (to at least Daly City) after a 1956 excursion train.[10] The Southern Freeway was constructed partially on the abandoned right-of-way in the 1960s; the section through Balboa Park was completed in 1964.[12][13] As part of the highway, pedestrian ramps were built at Ocean Avenue to allow passengers on highway express buses to transfer to local transit.[12]

Streetcars

Electric streetcar service began with the San Francisco and San Mateo Electric Railway (SF&SM) on San Jose Avenue on April 27, 1892.[14][15] It was followed in December 1895 by a Market Street Railway spur on Ocean Avenue, branching off their Mission Street line.[11]:24 In 1900, the SF&SM bought land on the southeast corner of San Jose Avenue and Geneva Avenue to construct its main facilities.[16] Construction began on July 14, 1900.[17] A office building along San Jose Avenue—designed by Reid & Reid—opened on April 22, 1901, followed by an adjacent powerhouse in 1903.[16][17] The SF&SM and the Market Street Railway were both absorbed into the United Railroads (URR) conglomerate in 1902.[16] After the 1906 San Francisco earthquake, the URR rerouted the San Mateo line to Mission Street; Embarcadero–Daly City route 26 continued to operate on San Jose Avenue.[15][18]:105

In 1907, while expanding its streetcar network after the |previous year's earthquake]], the URR hurriedly opened its Elkton shops next to the SP's Elkton station.[19]:140 The shops occupied a parcel bounded by San Jose Avenue to the east, the SP line to the west, Ocean Avenue to the north, and Geneva Avenue to the south.[11]:28 The SP line was used to deliver materials to the yard.[10] On September 16, 1909, the SF&SM yard was renamed Geneva Yard.[14] The powerhouse, damaged in the earthquake, was rebuilt in 1910.[16] In 1917, during a violent strike of URR operators, strike-brakers were temporarily housed in the office building. A wooden staircase was constructed from the second floor directly to the carbarn.[17][20]

The URR was renamed as the Market Street Railway in 1921, and purchased by the city-owned San Francisco Municipal Railway (Muni) in 1944.[16] The merger and the impending end of World War II (which had limited the availability of rubber tires) prompted the conversion of many streetcar routes to bus or trolleybus. Route 26 had previously been discontinued in 1938 and soon replaced by a branch (itself closed on November 5, 1939) of the route 9 streetcar.[18] Route 26 service resumed on September 23, 1944, but was replaced by buses on February 4, 1945, ending streetcar service on San Jose Avenue.[18] Muni's K Ingleside line was extended on Ocean Avenue and Onondaga Street to Mission Street on April 8, 1945, as the ex-MSR line on Ocean Avenue was converted to bus.[18] K Ingleside service was cut back to Phelan Loop on October 10, 1952; however, Geneva Yard was retained as the yard for the remaining streetcar system.[18][19] The southern portion of the Elkton lot, as well as the parcel across Geneva Avenue to the south, were used for bus storage.[19][16]

BART station
South end of the station platform showing the natural lighting, textured walls, and overhead conduit design praised by critics

Even before the Ocean View Branch was abandoned, several proposals for rapid transit aimed to use the Ocean View Branch route (usually in conjunction with a Mission Street subway) and its Bernal Cut to avoid expensive tunneling through San Francisco's hills.[21] Early plans for BART around 1960 considered several different routings for the Peninsula Line (then planned to extend to Palo Alto): the Bayshore Cutoff, the existing Twin Peaks Tunnel, a new bored tunnel crossing diagonally under the Mission District, and a Mission Street tunnel continuing via Alemany Boulevard.[22][23][24] By 1961, the Mission Street tunnel and reuse of the Ocean View Branch was favored, with a station at Ocean Avenue.[25] The plan was approved by voters in 1962.[26]

Early BART plans referred to many stations by the cross street, but most stations were ultimately named for the surrounding neighborhood or city.[25] The Ocean Avenue station was named Balboa Park after the nearby municipal park by 1967.[27] The station was sandwiched between I-280 and Elkton shops, a sliver of which was taken for construction.[11]:28 Construction of the station was 60% complete by mid-1970, with work expected to be finished the next year.[28] The San Francisco portion of BART, including Balboa Park station, opened on November 5, 1973.[1]

Rather than having a single architecture firm design every station, BART had a number of architects (mostly local) design one or several stations each "so that each station will achieve a character of its own, suitable to its own unique environment".[29] Balboa Park and Glen Park were designed by Ernest Born (who also designed the systemwide station signage) and Corlett & Spackman, with landscape work by Douglas Bayliss.[30] Both stations were designed in the brutalist style, with Balboa Park the "smaller and more intimate".[31] It has headhouses on each side of Geneva Avenue, sized to be appropriate to the surrounding residential neighborhoods. Original plans called for a bus parking deck over the platform, but a late decision to omit it (Woods Division in the Dogpatch neighborhood was built instead) allowed for the north and south ends of the platform to be in open air.[31] The walls of the platform area are covered with linear precast concrete forms, with five patterns repeated eightfold to generate "an apparently infinite variety".[31] Other elements praised by architectural critics included overhead power conduits on the platform level, and the interplay of light and shadow among the geometric forms of the mezzanine.[31]

Muni service
K (left) and J streetcars laying over at Balboa Park in 1997

As Muni began transitioning from aging PCC streetcars to the Boeing USLRV in the 1970s, Elkton shops and the old car barn in Geneva Yard (which had been Muni's only rail yard since 1956) required modernization.[19]:134 Elkton Shops was closed on May 30, 1977, and replaced with a new facility.[19][11]:28 This Metro Rail Center included a loop track around its periphery, with an alighting area adjacent to the BART fare mezzanine in the southwest corner and a boarding area near San Jose Avenue in the southeast corner, plus a stop in the northeast corner of the yard. Some K Ingleside shuttle service was extended to Balboa Park on April 23, 1979, and all weekday service ran to Balboa Park after the line was converted to Muni Metro light rail operation on December 17, 1980.[2]:58[18] The Metro Rail Center was named the Curtis E. Green Light Rail Center in 1987. Green had become after Muni's general manager in 1974—the first African-American to lead a major transit system in the US—and retired in 1982.[32][33] A second Muni Metro line, the M Ocean View, was extended to the station complex on August 30, 1980; it usually looped around Green Yard, but used the Geneva Yard loop at times.[19][2]:58 For some time beginning in 1982, the K and M lines were through-routed to avoid the yard loop.[34] The Geneva Yard car barns were demolished in January 1983.[35]

The old Geneva Car Barn on its final day of operation for streetcars in service, Sep. 19, 1982

In 1972, Muni began planning a long-proposed extension of the J Church line along San Jose Avenue (a section of which was built along the former Ocean View Branch through the Bernal Cut) to Balboa Park. The extension was intended to provide transit service to the Outer Mission, allow J Church and N Judah trains to access the carhouses via San Jose Avenue rather than a roundabout route via the K Ingleside line, and allow future through-routing of the J and M lines.[34] Construction on the extension began in January 1989, but was delayed by the earthquake later that year.[2]:70 On August 31, 1991, J and N streetcars began using the extension to access the yards, thus providing revenue J service to Balboa at limited hours. Full-time revenue service began June 19, 1993.[2]:70

The extension included a new stop for the J line at San Jose and Ocean; inbound K trains also stopped at a plaza near that intersection.[4]:24 A small accessible platform was built east of Green Yard, next to the northbound track on San Jose at Seneca, to allow the planned through-routing. (Southbound trains were to use the existing alighting and boarding area on the Green Yard loop; a small accessible platform was available on the west side of the yard loop, north of the main alighting area.) However, although some weekday J and M service was through-routed from 1995 to 1998, full through-routing was never implemented.[2]:79 Instead, J trains shared the revenue loop around Green Yard with K trains, using the same boarding and alighting areas. J trains were diverted onto an inner track between the accessible platform and the boarding area; an underpass under the K track connected the J alighting area to the fare mezzanine. This allowed J and K trains to lay over separately so that irregular operations on one line would not impact the other.[4]:26–29

Modern renovations
The completed Eastside Connector in December 2018

In 2002, BART released the Comprehensive Station Plan, which indicated a need for improved entrances and access at the station.[36] The San Francisco Board of Supervisors approved the Balboa Park Area Plan in May 2009, setting the stage for a number of transit and pedestrian improvements to the station complex.[37][38] Three projects—the Westside Walkway, the Eastside Connector, and new Muni boarding and alighting platforms—were prioritized and funded.[4]:100 As constructed, the BART station only had direct access from Geneva Avenue; a non-accessible pathway on the west side of the station was the only official route from Ocean Avenue, though many passengers took a shorter but dangerous route through the Muni yard instead.[4]:52 The Westside Walkway replaced the northern half of the path with a concrete ramp that leads to a new set of faregates at the north end of the headhouse, thus providing a shorter and fully accessible entrance from Ocean Avenue and the nearby City College of San Francisco (for which the station is the main transit access.[39]) The walkway was opened on April 15, 2011.[40]

In September 2014, Muni began construction of an accessible 1-car-length high-level platform on the east side of the yard, adjacent to San Jose Avenue, to allow level boarding for all inbound J and K riders. This platform replaced a narrow, non-accessible boarding area on the south end of the yard loop. The J and K lines were rerouted onto San Jose Avenue during construction.[41][42] The new platform was opened on April 27, 2015, with both lines immediately rerouted back to the loop around the yard. The K stop at the northeast corner of the yard was permanently closed on April 25.[43] Red-painted bus lanes were added on westbound Geneva Avenue between Delano Avenue and I-280 in March 2016.[44]

On May 31, 2016, BART began construction of the Eastside Connector project, a northward expansion of the headhouse over the open BART platform with improved connections between Muni and BART.[45] In September 2016, Muni began construction of its section of the project—a longer high-level deboarding platform to replace the mini-high platform on the west side of the yard. This work was coordinated with rail replacement in the yard and widening the pedestrian walkway to San Jose Avenue. The J Church line was rerouted onto San Jose Avenue, while the K Ingleside was cut back to City College Pedestrian Bridge.[46][47] The K was returned to the loop on May 20, 2017, while the J remained on San Jose Avenue until November 18.[48][49] The steel deck beams were lifted into place on July 16, 2017.[50] The renovations were completed with the opening of the Eastside Connector on November 30, 2018.[51]

The opening of the Muni Metro East facility on the T Third Street line in 2008 reduced storage needs at Geneva Yard. The Upper Yard was closed, and the main yard increasingly dedicated to Muni's historic streetcar fleet. On December 2, 2010, Muni and the Market Street Railway nonprofit organization opened a 6-track shelter at the yard to house 24 historic streetcars. The $10.1 million structure forms the primary storage and maintenance area for the historic fleet.[52] On October 25, 2011, the yard was renamed Cameron Beach Yard after a recently deceased member of the SFMTA Board of Directors.[53] From June 21, 2014 to June 16, 2018, the historic streetcar fleet was stored at Muni Metro East rather than Cameron Beach Yard, as the latter was needed for LRVs displaced by Green Yard rail replacement work.[54]

Proposed renovations
The existing entrance on the south side of Geneva Avenue, which is proposed to be modernized with an elevator and a glass headhouse

In 2012, Muni released the Balboa Park Station Capacity and Conceptual Engineering Study, which analyzed a number of possible improvements to the station area to guide future project choices. Projects recommended by the report (along with those discussed above) included:

  • Improvements to wayfinding signage, lighting, real-time information screens, and bus shelters[4]:101–106
  • An additional elevator on the south side of Geneva Avenue[4]:107–108
  • Extension of the J line along San Jose Avenue, taking over M service east of 19th Avenue. A new K-only platform would be built at the southern end of the yard, with new retail space above. Previous proposals for a stub-end or loop terminal over I-280 for the J and K lines were deemed infeasible.[4]:125–134
  • Full-length high-level platforms for the M or extended J in the median of San Jose Avenue at Geneva Avenue. The report recommended farside platforms (served after trains pass the intersection), rather than having both platforms north of Geneva Avenue.[4]:135–143
  • Creation of a kiss-and-ride cul-de-sac on the existing access road on the west side of the Upper Yard[4]:147–155
  • New westbound transit-only lane and bus stop island on Ocean Avenue north of the station[4]:163
  • A deck over I-280 (estimated to cost between $1.3 and $2 billion), including a possible single-point urban interchange[4]:147–155

The 2011 plan for a rerouting of the M Ocean View through Parkmerced assumed that the M would continue to terminate at Balboa Park. Initial plans in 2014 for a 19th Avenue subway had the M divide into two branches, one terminating at Parkmerced and the other at Balboa Park. A 2016 update to the plan called for the J Church to continue on San Jose Avenue at Balboa Park and take over existing M service as far as San Francisco State University station.[55]

In March 2018, BART released preliminary plans for the next round of modifications to the station. The project would include modern headhouses on both sides of Geneva Avenue, an elevator connecting the south side of Geneva Avenue to the pedestrian underpass and the platform, an elevator connecting the north side of Geneva Avenue to the Muni platform level and fare mezzanine, platform canopies and seating, and new interior finishes and public art.[56]

Geneva Yard buildings restoration
Geneva Office Building and Power House
The office building and powerhouse in 2011
Location2301 San Jose Avenue
San Francisco, California
Built1901
ArchitectReid & Reid
Architectural styleQueen Anne, Romanesque[57]
NRHP reference No.10000111
Added to NRHPMarch 31, 2010[58]

The office building at Geneva Yard was designated a San Francisco Landmark by the San Francisco Board of Supervisors in 1985.[59] After being damaged in the 1989 Loma Prieta earthquake, the office building and powerhouse were red-tagged and abandoned.[60] In 1998, Muni planned to demolish the structures to create a parking lot; the agency dropped the plans the next year due to community opposition and the intervention of mayor Willie Brown.[61][62] The nonprofit group Friends of the Geneva Office Building (later Friends of the Geneva Car Barn and Powerhouse) was formed with the intention of instead renovating the buildings for community use.[59][16]

Muni completed initial stabilization of the structures in 1999.[63] In March 2004, control of the buildings was transferred to the San Francisco Recreation and Park Department.[16] Over the next 11 years, the Department and the Friends spent $3.98 million on repairs, design, and other work related to the buildings.[64] Additional stabilization and seismic refit of the structures was begun in 2004 and completed in 2006.[16][61] The buildings were added to the National Register of Historic Places on March 31, 2010 as Geneva Office Building and Power House.[58]

The city gave the Friends of the Geneva Car Barn control of the building in 2014, but reclaimed it in 2015 when the group had difficulties raising funds.[59][64]:12 In June 2017, the Department budgeted $3 million from a 2012 parks bond, bringing available funding to $11 million.[62] The next month, the city announced that it would receive $3.5 million in state funds for the project—enough to complete renovations of the powerhouse.[59] The city accepted the grant in December.[65][64]:1 A groundbreaking ceremony for the $14 million powerhouse renovation was held in March 2018.[60] The car barn restoration is estimated to cost $38.5 million; the city intends to begin in 2020, but as of March 2018 funding has not been obtained.[60][64]:15

gollark: Inevitably.
gollark: You simply specify a condition and an expression to execute if it is true in an if block. Then you combine them monoidally.
gollark: If is actually a monoid.
gollark: This is Minoteaur's Rust implementation, yes.
gollark: https://radio-ic.osmarks.net/bees.ogg

References
  1. "BART Chronology January 1947 – March 2009" (PDF). San Francisco Bay Area Rapid Transit District. March 2009. p. 4. Archived from the original (PDF) on October 13, 2013.
  2. Callwell, Robert (September 1999). "Transit in San Francisco: A Selected Chronology, 1850–1995" (PDF). San Francisco Municipal Railway. pp. 58, 70, 79.
  3. "Monthly Ridership Reports". San Francisco Bay Area Rapid Transit District. February 2020.
  4. Jacobs; San Francisco Municipal Transportation Agency (October 2012). "Balboa Park Station Capacity and Conceptual Engineering Study Final Report" (PDF). San Francisco Municipal Transportation Agency.
  5. "Schedules and Fares: Balboa Park Station" (PDF). Metropolitan Transportation Commission. December 21, 2017.
  6. "Balboa Park Station Map". San Francisco Bay Area Rapid Transit District. Archived from the original on July 25, 2016. Retrieved April 4, 2018.
  7. "Daly City Bayshore Shuttle". San Mateo County Transit District. September 6, 2016.
  8. "Brisbane-Crocker Park BART/Caltrain". Peninsula Traffic Congestion Relief Alliance.
  9. Miller, Louis Richard (June 1941). History of the San Francisco & San Jose Railroad (PDF). pp. 21, 62. Archived from the original (PDF) on March 15, 2018. Retrieved March 14, 2018.
  10. Rice, Walter; Echeverria, Emiliano (2002). When Steam Ran on the Streets of San Francisco. Harold E. Cox. pp. 61–70.
  11. Brandi, Richard; LaBounty, Woody. "San Francisco's Ocean View, Merced Heights, and Ingleside (OMI) Neighborhoods: 1862–1959" (PDF). San Francisco Historic Preservation Fund Committee. pp. 14–21, 24.
  12. Ayanian, Haig (July–August 1964). "New S.F. Freeway" (PDF). California Highways and Public Works. Division of Highways, Department of Public Works, State of California. pp. 9–17.
  13. "Construction Progress" (PDF). California Highways and Public Works. Division of Highways, Department of Public Works, State of California. November–December 1964. p. 20.
  14. Vielbaum, Walter; Echeverria, Emiliano; Holmgren, Don; Townley, Robert; Rice, Walter (2005). San Francisco's Interurban to San Mateo. Arcadia Publishing. pp. 9–11. ISBN 9780738530086.
  15. Menzies, Jeremy (April 27, 2017). "SF's First Electric Streetcar Line Opened 125 Years Ago Today". San Francisco Municipal Transportation Authority.
  16. Carey & Co. (May 2004). "Conceptual Plan: Geneva Office Building and Power House" (PDF). Friends of the Geneva Office Building & Powerhouse. p. s2-8.
  17. Maley, Bridget; Lardinois, Sara. "National Register of Historic Places Registration Form" (PDF). United States Department of the Interior.
  18. Stindt, Fred A. (October 1990). San Francisco's Century of Street Cars. pp. 38, 91, 105, 112, 189. ISBN 0961546514.
  19. McKane, John; Perles, Anthony (1982). Inside Muni: The Properties and Operations of the Municipal Railway of San Francisco. Interurban Press. pp. 134, 140, 200. ISBN 0916374491.
  20. Menzies, Jeremy (December 8, 2016). "The Geneva Car House: 115 of Years Transit History at Balboa Park". San Francisco Municipal Transportation Agency.
  21. Ridgway, Robert; Brahdy, Alfred (1935). Report on Rapid Transit for San Francisco. San Francisco Public Utilities Commission. p. 5 – via Internet Archive.
  22. "General Map: June 6, 1960 Routes: Peninsula line via Bayshore". San Francisco Bay Area Rapid Transit District. June 6, 1960 – via Erik Fischer on Flickr.
  23. "General Map: June 6, 1960 Routes: Peninsula line via Mission-Alemany". San Francisco Bay Area Rapid Transit District. June 6, 1960 – via Erik Fischer on Flickr.
  24. Annual Report for the Period Ending June 30, 1960. San Francisco Bay Area Rapid Transit District. 1960. p. 5 – via Internet Archive.
  25. Parsons Brinkerhoff, Tudor, Bechtel (June 1961). Engineering Report to the San Francisco Bay Area Rapid Transit District (PDF). p. 4.
  26. Healy, Michael (2016). BART: The Dramatic History of the Bay Area Rapid Transit System. Heyday. p. 59. ISBN 9781597143707.
  27. Annual Report 1966/1967. San Francisco Bay Area Rapid Transit District. 1967. p. 14 – via Internet Archive.
  28. 1969-70 Annual Report. San Francisco Bay Area Rapid Transit District. 1970. p. 4 – via Internet Archive.
  29. Annual Report 1964/1965. San Francisco Bay Area Rapid Transit District. 1965. p. 3 – via Internet Archive.
  30. Cerny, Susan Dinkelspiel (2007). An Architectural Guidebook to San Francisco and the Bay Area. Gibbs Smith. p. 501. ISBN 9781586854324 – via Google Books.
  31. "Two BART Stations". Architectural Record. 156 (11): 113–120. November 1974.
  32. Nolte, Carl (July 31, 2002). "Curtis E. Green -- rose from bus driver to head of S.F. Muni". San Francisco Chronicle.
  33. Phelan, Lori (January 31, 2017). "Curtis Green, a Transportation Industry Trailblazer". San Francisco Municipal Transportation Agency.
  34. Muni J Line Connection Project Final Environmental Impact Statement. Urban Mass Transit Administration and San Francisco Department of City Planning. May 1983. pp. 1–4, 94–97 – via Internet Archive.
  35. "World News". Modern Tramway. UK: Ian Allan Ltd. April 1983. p. 137. ISSN 0144-1655.
  36. Balboa Park Comprehensive Station Plan (PDF). San Francisco Bay Area Rapid Transit District. September 2002.
  37. "Balboa Park Station Area Plan". San Francisco Planning Department. Archived from the original on April 2, 2018.
  38. "Balboa Park Station: An Area Plan of the General Plan of the City and County of San Francisco" (PDF). San Francisco Planning Department. October 2008.
  39. "2008 BART Station Profile Study" (PDF). San Francisco Bay Area Rapid Transit District. p. 7.
  40. "New entrance and walkway at Balboa Park Station" (Press release). San Francisco Bay Area Rapid Transit District. April 15, 2011.
  41. "Balboa Park Station Light Rail Platform Construction Project" (Press release). San Francisco Municipal Transportation Agency. September 2014. Archived from the original on April 2, 2015.
  42. "Balboa Park Station construction affects J and K lines Sept. 7-Oct. 31, 2014" (Press release). San Francisco Municipal Transportation Agency. September 2014. Archived from the original on October 3, 2015.
  43. "Balboa Park Station Light Rail Platform Construction Project" (Press release). San Francisco Municipal Transportation Agency. April 27, 2015. Archived from the original on September 12, 2015.
  44. "Construction Impacts, starting February 29th" (Press release). San Francisco Municipal Transportation Agency. February 29, 2016.
  45. "Construction begins at Balboa Park Station 5/31" (Press release). San Francisco Bay Area Rapid Transit District. May 24, 2016.
  46. "K-Ingleside and J-Church Temporary Service Changes" (Press release). San Francisco Municipal Transportation Agency. September 6, 2016.
  47. "Balboa Park Station Area and Plaza Improvements". San Francisco Municipal Transportation Agency. Archived from the original on October 13, 2016.
  48. "K-Ingleside Service at Balboa Park Station Restored" (Press release). San Francisco Municipal Transportation Agency. May 20, 2017.
  49. "SFMTA: Update on Balboa Park Station Area Improvements (re J-Church)". Sunnyside Neighborhood Association. November 14, 2017.
  50. "Construction begins with single-tracking at Balboa Park 7/16" (Press release). San Francisco Bay Area Rapid Transit District. June 30, 2017.
  51. Kato, Erica (November 30, 2018). "New Improvements Debut at Balboa Park Station" (Press release). San Francisco Municipal Transportation Agency.
  52. "SFMTA and MSR Unveil New Streetcar Canopy and Newly Restored Historic Streetcar" (Press release). San Francisco Municipal Transportation Agency. December 2, 2010.
  53. "SFMTA Renames Historic Streetcar Yard for Cameron Beach" (Press release). San Francisco Municipal Transportation Agency. October 25, 2011.
  54. "Historic Streetcars Move Back Home Tonight". Market Street Railway. June 15, 2018.
  55. "Station 4: Miscellaneous" (PDF). San Francisco Municipal Transportation Agency. February 2016. p. 1.
  56. "Balboa Park Station Modernization Boards" (PDF). San Francisco Bay Area Rapid Transit District. March 2018.
  57. Maley, Bridget; Lardinois, Sara (July 14, 2009). "National Register of Historic Places Registration Form: Geneva Office Building and Power House" (PDF). California Office of Historic Preservation. pp. 8.15–17.
  58. "Regular Quarterly Meeting of the State Historical Resources Commission: Agenda" (PDF). California Department of Parks and Recreation. April 30, 2010. p. 3.
  59. Fracassa, Dominic (July 6, 2017). "Geneva Car Barn en route to new life as arts center". San Francisco Chronicle. Retrieved March 7, 2018.
  60. Gribbon, Sadie (March 19, 2018). "Renovation project at historic Geneva Car Barn breaks ground". San Francisco Examiner. Retrieved April 3, 2018.
  61. "Geneva Car Barn Improvements". San Francisco Recreation and Park Department.
  62. "Geneva Car Barn & Powerhouse Gets Funding". Market Street Railway. June 16, 2017.
  63. "Ordinance waiving the competitive solicitation requirement under Municipal Code, Section 6.40, and authorizing the General Manager of the Recreation and Parks Department to enter into a Professional Services Agreement with Aidlin Darling Design in the amount of $838,000 for the purpose of completing the design and construction documents for the Geneva Car Barn and Powerhouse Project, to commence following board approval" (PDF). San Francisco Budget and Finance Committee. April 2, 2014. p. 2.
  64. Wong, Linda (December 12, 2017). "Committee Report, Board Meeting". San Francisco Board of Supervisors Budget and Finance Committee. pp. 1, 11–19.
  65. Mojadad, Ida (December 13, 2017). "Old Muni Facility to Become Community Center". SF Weekly. Retrieved March 7, 2018.
This article is issued from Wikipedia. The text is licensed under Creative Commons - Attribution - Sharealike. Additional terms may apply for the media files.