San Francisco and San Mateo Electric Railway
| Company type | Private |
|---|---|
| Industry | Public transportation |
| Founded | 1890 |
| Founder | Isaac Joost, Fabian Joost |
| Defunct | 1902 |
| Fate | Merged into United Railroads of San Francisco |
| Headquarters | San Francisco , United States |
Area served | San Francisco, California |
Key people | Adolph Spreckels, John D. Spreckels |
| Products | Electric streetcar transit services |
The San Francisco and San Mateo Electric Railway (SF&SM) holds the distinction of being the inaugural electric streetcar operator in San Francisco, California. Functioning from 1892 until its 1902 integration into the United Railroads of San Francisco (URR), it significantly influenced the evolution of public transportation in the city.
Early establishment
The enterprise was initiated by brothers Isaac (Behrend) and Fabian Joost, who were real-estate developers based in Sunnyside. Their inspiration came from Frank Julian Sprague’s successful electric streetcar model implemented in Richmond, Virginia. Officially incorporated in 1890, SF&SM celebrated a silver spike event in July 1891 and commenced service on April 26, 1892. The route operated with double tracks starting at the San Francisco Ferry Building, continuing along Market Street and various other thoroughfares, reaching as far south as South San Francisco but not extending into the city of San Mateo itself.
A power station and car barn were constructed near Sunnyside Avenue to support operations. The streetcars were designed as California cars, featuring enclosed central sections with open seating benches on either side. Single-truck cars served the double-track portions, while two-truck cars were utilized on San Jose Avenue. Despite annual ridership approaching 4.2 million passengers, revenue growth was constrained by the route’s avoidance of primary streets—largely due to competitive pressures—and its passage through less densely populated neighborhoods. These limitations continued even after the URR merger well into the 1920s.
Safety issues somewhat marred the railway’s standing. A counterweight mechanism was installed on one steep incline to regulate car speeds; however, another hill on Chenery Street lacked such controls, resulting in several runaway incidents until track improvements and brake enhancements were introduced. The counterweight system itself was dismantled in 1893.
By late 1892, SF&SM expanded with a second line running from the Mission District to Douglass Street via 18th Street, aiming to capture traffic heading to Golden Gate Park. However, further extension closer to the park was blocked because the Market Street Railway Company held exclusive rights over adjacent streets.
An important revenue stream came from funeral services to cemeteries located in Colma, utilizing specialized tracks. These funeral trains transported caskets and mourners separately and provided steady income despite charging premium rates.
Due to financial pressures stemming from construction expenses and accrued interest, SF&SM entered receivership. After obtaining permission to use Market Street Railway tracks, it launched the 18th & Park line in November 1894, which was later converted into San Francisco’s first trolleybus route in 1935. The introduction of new cars in 1894 included front windows—a city first—and enabled continuous travel between the Ferry Building and Baden without requiring transfers.
Acquisition by new proprietors
Unable to achieve profitability, the company was sold on April 11, 1896, to a consortium of influential San Franciscans led by brothers Adolph and John D. Spreckels. This group eliminated existing debts and rebranded the firm as the San Francisco and San Mateo Electric Railway. Under their management, the original 50-pound rails within San Francisco were replaced with heavier 85-pound rails in 1897; additionally, the San Jose Avenue line was upgraded with 60-pound rails by 1899. The spur along 18th Street was extended to reach Golden Gate Park by 1898. The initial fleet consisting of thirty motor cars and three trailers grew substantially with forty motor cars acquired in 1898, followed by ten more in 1900 alongside twenty larger motor cars. Of particular note is Car 0304 from 1898, which remained operational on the San Francisco Muni system as late as the year 2000.
United Railroads of San Francisco
In 1901, ownership of the company transferred to the "Baltimore Syndicate," a group of East Coast investors focused on expanding rail infrastructure in the Bay Area. They committed to extending service to San Mateo within a year, with future ambitions to reach San Jose. By 1902, these rail lines consolidated into the United Railroads of San Francisco (URR), which swiftly extended the route by roughly 10.6 miles to San Mateo, becoming operational by December 31, 1902. On September 7, 1903, nineteen new motor cars (numbered 1225–1244) were introduced into service.
Following the devastation caused by the 1906 San Francisco earthquake, URR encountered a shortage of motor cars as cable car routes were being converted to electric traction. To address this, URR acquired twelve 52-foot, 300 HP motor cars originally ordered by the Philadelphia and Western Railroad when that buyer failed to complete their purchase. Known as the "Big Subs," these vehicles operated along the San Mateo line but were withdrawn in 1923 due to their size and power limitations amid growing automobile traffic. The earlier motor cars from 1903 were upgraded with electric heating and leather upholstery, allowing them to remain in operation until the line was eventually discontinued.
In 1908, Southern Pacific Railroad (SP) acquired the Santa Clara Interurban Railway Company, which held a right-of-way between San Mateo and Santa Clara. SP envisioned an electric passenger rail service along this corridor and aimed to extend it northward to San Francisco via the Ocean View Branch, positioning it as competition to the SF&SM Electric Railway. In 1909, SP established the Peninsular Railway Company by merging Santa Clara Interurban with the Peninsular Railroad and San Jose & Los Gatos Interurban Railway; nevertheless, this line never extended beyond Palo Alto into San Mateo County.
The 40 line
In the aftermath of the 1906 earthquake, URR reconstructed its system with more streamlined routing along primary streets, replacing overlapping lines from previously competing operators. The extension to San Mateo and the former San Francisco & San Mateo route passing through Baden, Colma, and Daly City operated along Mission Street in San Francisco as the No. 40 line. This corridor became one of URR's most lucrative routes and continued service until January 16, 1949. Funeral processions generated notable income on this line; three longer streetcars were repainted in muted colors and outfitted with baggage doors specifically adapted for transporting coffins.