take approximately 11 months to complete and would have been ready by Spring 1914. The Fillmore Street Tunnel Property Owners' association was formed that month to advocate for the tunnel's construction. On February 24, 1913, the Board of Supervisors unanimously adopted a resolution to build a streetcar line on Van Ness Avenue (completed in 1914 as the D Geary-Van Ness) and construct the Fillmore Street Tunnel. Arnold's report to the City of San Francisco, submitted on March 1913, urged "the Fillmore Street tunnel should be built immediately, extending from Sutter Street to Filbert Street, with the necessary street-widening at portals to preserve the roadways at either side for street-cars, traffic, and sidewalks." The proposed Fillmore tunnel offered the best combination of grade and level despite its relatively long length. In May 1913, the lands and tunnels committee were beset by property owners in the special assessment districts demanding to know what their levies would be, bringing further progress to a halt. The number of protests led at least one supervisor to propose the cost should be spread city-wide instead of two special assessment districts. O'Shaughnessy quashed rumors the Fillmore Street Tunnel would cost $6–10 million, stating that his estimate was less than $3 million based on detailed designs his office was preparing in June 1913. Although the tunnel had not started construction by June 1913, the Call confidently predicted that work would begin that fall; upon completion, 80% of San Francisco's residents would have direct access to the central gate for the Panama–Pacific Exposition via the proposed tunnel. Plans were also announced that Robert Dollar Steamship Company would add large concrete docks to Harbor View once the fair had concluded, giving more support for the Fillmore Street Tunnel, leading to notable real estate speculation along Fillmore. However, the final design for the tunnel continued to be delayed until August, leaving little time for construction to complete prior to the exposition. In addition, costs were expected to be relatively high: while the Twin Peaks tunnel had been contracted for $4 million, the shorter Fillmore tunnel was expected to cost $2.9 million because of its greater complexity and width. Tunnel advocates appealed directly to Mayor Rolph and asserted the $2.9 million estimate was overly conservative, meaning the special assessment, estimated at $1 per square foot of property, should be closer to $0.08/ft2 instead. In a late push to build support, The Call