not carry passengers within reasonable walking distance of downtown San Francisco" and "a considerable portion of the commuter's total traveling time is spent in transit between the S. P. Depot and downtown San Francisco, and at an additional expense to the commuter of 30¢ a day." By counting passengers who disembarked at 3rd and Townsend, the report concluded that 70% of passengers disembarking in San Francisco used Muni to reach their final destination, and the time spent on Muni could equal or exceed the time spent on SP's trains. Planned BART takeover During the planning phases of what would become BART, a planned Peninsula line would take over from the existing Southern Pacific commute service. Although that planned Peninsula line was proposed to be built on the existing SP right-of-way and enter a subway section at the intersection of 7th and Hooper Streets, a 1960 report noted SP still intended to extend service to downtown. A 1963 report to the San Francisco Board of Supervisors projected the inevitable decline of the Third and Townsend Depot once the planned San Mateo line of what would become BART was built: Despite the plans, BART service to San Mateo County via the proposed Peninsula Line was dropped after that county pulled out of the BART district in December 1961, and SP never extended the commuter rail service from San Jose to the downtown Financial District. A 1968 Rapid Transit Service to San Francisco International Airport and to the Peninsula report for the City of San Francisco proposed an underground extension taking the SP line to Second and Market. The 1968 Rapid Transit report said "the Southern Pacific suburban railway from San Jose to San Francisco is good as far as it goes, but it does not go far enough into San Francisco. The 'Southern Pacific Depot' at Third and Townsend Streets ... is almost one mile south of the destination of 80 percent of its patrons" and called "fast and frequent service ... a prime need for by-passing and hopefully reducing peak-hour freeway congestion," along with improved transit service to San Francisco International Airport (SFO) (later realized in 2003 with the completion of the BART to SFO extension) and the Bayview-Hunters Point area of southeastern San Francisco (realized in 2007 after the new T Third Muni Metro line went into revenue service). Even though upgraded service from SP would be the "cheapest and