Occasionally J-Church streetcars use the siding at 30th and Church as a terminus during rush hours, or during irregular operations. This extension of the J-line to the Metro Center now also provides vintage F Market cars a connection to the adjacent Cameron Beach Yard, where they are stored when not in service. This trackage was laid along the Bernal Cut, the former right-of-way of the San Francisco & San Jose Railroad. The extension opened on August 31, 1991, but the 2.3-mile (3.7 km) new section was initially used only by light rail cars starting or ending their runs all-day J-line service was not extended along the new tracks until June 19, 1993. In 1990–91, the tracks were extended to the Balboa Park BART station and the Metro Center (Muni light-rail maintenance and operations base), giving J-line cars a much shorter connection to the yard than previously. Studies to extend the line from its southern terminus had been made in the 1920s and 1970's. The outer end of the line was originally at Church and 30th Streets, where streetcars used a wye to turn around. Īn outbound J Church car turns from 30th Street onto San Jose Avenue in 1993, two months after the start of all-day service on the extension south of 30th. While many streetcar lines were converted to bus lines after World War II, the J Church avoided this due to the private right-of-way it uses to climb the steepest grades on Church Street, between 18th Street and 22nd Street. Īs part of the creation of the Muni Metro system, it was partially converted to modern light rail operation in 1981 - the last line to do so. The new Transbay Terminal became the inner terminus for every other streetcar on January 15, 1939, with all service routed there after January 1, 1941.
Service was extended along Van Ness Avenue to Pine Street on August 29, 1917 this extension was discontinued on May 31, 1918, with service extended along Market Street to the Ferry Building the next day.
Track work on the J Church line was largely completed in 1916, and service from Church and 30th Street station to Market Street and Van Ness Avenue on August 11, 1917. Separate early morning, the J Church Bus is not operated during the COVID-19 pandemic.Īn outbound J Church PCC streetcar running through Dolores Park in February 1980 The bus line largely follows the rail line, but it uses surface streets to parallel sections where the rail line has dedicated rights-of-way. On weekends, the J Church Bus service runs from 5 a.m. Unlike the other Muni Metro lines, there is not a corresponding overnight Owl bus during the hours that rail service is not running. Daytime headways are every 10 minutes, and 12 minutes on weekends. Prior to the COVID-19 pandemic, the J Church begins service at 5 a.m. At the end of the line, the J loops around the Metro yard at San Jose and Geneva, alongside Balboa Park station. Between Randall and Cotter Streets, there is a right-of-way in the middle of San Jose Avenue. The J then follows Church to 30th Street, then to San Jose Avenue and Geneva. After crossing 20th Street, it cuts across the blocks east of Church, around a steep hill and returns to Church Street at 22nd Street in Noe Valley. Between 18th and 20th Street, the line cuts through Dolores Park in a private right-of-way featuring a 9% grade, the steepest section of the Muni Metro system. The line continues south on Church Street to 18th Street. The line runs west through the Market Street subway to a portal on Duboce Avenue, before turning onto Church Street. The inbound terminal is at Embarcadero station. J Church's private right-of-way over Dolores Heights in April 2005
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