Difference between revisions of "South Pacific Coast Railroad"

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[[Narrow_Gauge_Railroads_of_California|California]] / [[Narrow_Gauge_Railroads_of_California#Common Carrier|Common Carrier]] / [[South Pacific Coast Railroad]]
'''This page is under construction'''
 
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<span style="float:left;height:0.75em;padding-top:8px;padding-right:8px;font-size:130%;line-height:70%;text-align:center;">'''Contributors:''' John F. Hall; <!-- Insert Name Here --> </span>
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<span style="float:left;margin-right:20px;">[[File:SPCcolorbroadside3.jpg|120px|link=]]</span>
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'''The South Pacific Coast Railroad''' was incorporated on March 20, 1876.<ref name="incorp">Proffatt, John; <i>The Law of Private Corporations</i>, 1876, pages 208-210 </ref> It operated until May 21, 1887 when it and it's various leased lines were consolidated into the '''[[South Pacific Coast Railway]]'''.<ref name="consolidate">''Daily Alta California'', May 26, 1887, page 6</ref>  The SPCRwy stock was sold and transferred to Leland Stanford, Charles Crocker and Collis Huntington on August 1, 1887<ref>''Daily Alta California'', August 2, 1887, page 1</ref> . These gentlemen then leased the SPCRwy to the Southern Pacific Railroad Company. '''The information on this page is for the independent 1876-1887 South Pacific Coast Railroad.'''  
<span class="paracap">T</span>'''he''' 36 inch gauge '''South Pacific Coast Railroad''' was incorporated on March 20, 1876.<ref name="incorp">[https://books.google.com/books?id=v7E0AAAAIAAJ&printsec=frontcover&source=gbs_ge_summary_r&cad=0#v=onepage&q&f=false Proffatt, John; ''The Law of Private Corporations'', 1876, pages 208-210]</ref> It operated until May 21, 1887 when it and it's various leased lines were consolidated into the '''[[South Pacific Coast Railway]]'''.<ref name="consolidate">[https://cdnc.ucr.edu/?a=d&d=DAC18870526.2.61.1&dliv=none&e=-------en--20--1--txt-txIN--------1 ''Daily Alta California'', May 26, 1887, page 6]</ref>  The SPCRwy stock was sold and transferred to Leland Stanford, Charles Crocker and Collis Huntington on August 1, 1887<ref>[https://cdnc.ucr.edu/?a=d&d=DAC18870802.2.21&dliv=none&e=-------en--20--1--txt-txIN--------1 ''Daily Alta California'', August 2, 1887, page 2]</ref> . These gentlemen then leased the SPCRwy to the Southern Pacific Railroad Company. '''The information on this page is for the independent 1876-1887 South Pacific Coast Railroad.'''  
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===Brief Description===


<span style="float:right">[[File:Route of the SPC 1886.pdf|250px|link=https://www.pacificng.com/wiki/images/a/aa/Route_of_the_SPC_1886.pdf]]</span>
===History===
A trip on the three foot gauge South Pacific Coast Railroad began in San Francisco where two ferry slips on the south side of the ferry building at the foot of Market Street served the railroad. One slip was for passenger travel and the other was for freight. Three ferryboats, the ''Newark'', ''Bay City'', and ''Garden City'' operated between the San Francisco Ferry building and Alameda. Between 1878 and 1884 the Alameda ferry terminal was at Alameda Point. In March 1884 a new Alameda passenger ferry terminal opened out in the Bay via a 2.75 mile long trestle.<ref>''Oakland Daily Evening Tribune'' March 15, 1884, page 5</ref> Freight continued to be handled at the Alameda Point freight ferry slip.
By [[User:John Hall|John F. Hall]]<br>


From Alameda the railroad skirted the east side of San Francisco Bay to San Jose passing the communities of Alvarado, Newark, Alviso, and Santa Clara. From San Jose the railroad began its trek over the Santa Cruz Mountains with a gentle grade up Los Gatos Creek passing Campbell's and Los Gatos before traveling through the first tunnel and tackling the steeper grade to Wright's. At Wright's the railroad passed through a 6,157 foot tunnel to Highland (later Laurel) and through a 5,793 foot tunnel to Glenwood. Then traversing a short tunnel came out on Zayante creek where it traveled downgrade passing through another short tunnel before reaching Felton. Crossing the San Lorenzo River at Big Trees it joined the Santa Cruz and Felton Railroad for the trip down the narrow San Lorenzo River canyon to Santa Cruz passing through three more tunnels along the way. Two major branches were constructed. One between Felton and Boulder Creek and the other between Campbell's and New Almaden.
After the San Francisco & San Jose Railroad was completed in 1864<ref>[https://cdnc.ucr.edu/?a=d&d=SDU18640120.2.8&dliv=none&e=-------en--20--1--txt-txIN--------1 ''Sacramento Daily Union'' January 20, 1864, page 4]</ref> the citizens of San Jose and Santa Clara began to complain about the railroad's monopolistic freight rates. They talked about building a competing railroad between San Jose and Alviso connecting with steamers to San Francisco.<ref>[https://cdnc.ucr.edu/?a=d&d=SDU18650218.2.8.2&dliv=none&e=-------en--20--1--txt-txIN--------1 ''Sacramento Daily Union'' February 18, 1865, page 2]</ref> Numerous attempts at building such a railroad were discussed. Then in October 1875 the Santa Clara Valley Railroad was incorporated to operate between Dumbarton Point and Santa Cruz, via Santa Clara and San Jose, with branches to Saratoga and New Almaden.<ref>[https://cdnc.ucr.edu/?a=d&d=SDU18751007.2.19&dliv=none&e=-------en--20--1--txt-txIN--------1 ''Sacramento Daily Record-Union'' October 7, 1875, page 3]</ref> Grading was started and a 3 foot narrow gauge locomotive and rolling stock were ordered. Not all the property owners along the right of way were willing to sell their property without a fight.<ref>[https://cdnc.ucr.edu/?a=d&d=DAC18751204.2.13&dliv=none&e=-------en--20--1--txt-txIN--------1 ''Daily Alta California'' December, 4 1875, page 1]</ref> Lawsuits were filed and injunctions were requested against building bridges across some of the sloughs.<ref>[https://cdnc.ucr.edu/?a=d&d=DAC18751223.2.18&dliv=none&e=-------en--20--1--txt-txIN--------1 ''Daily Alta California'' December 23, 1875, page 1]</ref> Winter rains hit hard and the newly graded roadbed began to dissolve. A massive slide on the Santa Cruz & Felton railroad stopped the shipment of ties for the SCV.<ref>[''Santa Cruz Sentinel'' November 20, 1875, page 3]</ref> None of these incidents would have been fatal if the cash had held out. But an attempt to mortgage the railroad and issue bonds failed.


===Corporate History===
In February 1876 as bankruptcy was imminent [[Alfred E. Davis]] became the Treasurer of the SCV and personally paid the outstanding bills acquiring most of the assets of the SCV.<ref>[''San Jose Daily Mercury'' February 13, 1876, page 3]</ref><ref>''Letter to J. M. Walker from J. Barr Robertson'' March 6, 1876 (Bancroft Library)</ref> On March 20, 1876 The South Pacific Coast Railroad was incorporated<ref name="incorp"></ref> with [[Alfred E. Davis|A. E. Davis]], as President, holding 99.4% of the 1,000 shares of subscribed stock. Nine thousand shares remained unsold.<ref>[https://books.google.com/books?id=tnApAAAAYAAJ&printsec=frontcover&source=gbs_ge_summary_r&cad=0#v=onepage&q&f=false ''Report of the Board of Commissioners of Transportation to the Legislature of the State of California, December 1877'', Appendix No. 1, page 210]</ref> Fellow directors, each holding the minimum  one share required by corporation law, were: Edward Barron a capitalist and President of the Consolidated Virginia Mines who had known [[Alfred E. Davis|A. E. Davis]] since the 1850's when both were butchers in San Francisco; Seth Cook, a capitalist with a mining background; Joseph Clark, an attorney who became the Vice President of the railroad; George W. Kidd, a Stockton banker who participated as a one share director in numerous incorporations; J. Barr Robertson, a Director of the Newark Land Company and the Director of the Californian Land Investment Co. of London; and Cary Peebles, a farmer. Robertson and Peebles were both
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directors and long time advocates of the SCVRR and its predecessors.
====South Pacific Coast Railroad Company====
Incorporated March 20, 1876, <ref name="incorp"></ref> Newark to Big Trees, 44.9 miles<ref name="TT30">''South Pacific Coast Narrow Gauge R. R. Timetable No. 30'', March 28, 1886</ref>


The South Pacific Coast Railroad, as constructed and operated between March 1876 and May 1887, was composed of a conglomeration of seven separate railroads each with a separate corporate identity and stock holders. As a new section was built a new corporation was formed usually with either a Board of Directors similar to the South Pacific Coast Railroad or with a Board made up of South Pacific Coast Railroad employees. The first section to start construction was the South Pacific Coast Railroad between Dumbarton Point/Newark and Big Trees in the Santa Cruz mountains. This railroad was built upon the bones of the bankrupt Santa Clara Valley Railroad.  
<span style="float:left;">[[File:The South Pacific Coast Railroad Companies 1886.pdf|350px|link=https://www.pacificng.com/w/images/b/b8/The_South_Pacific_Coast_Railroad_Companies_1886.pdf]]</span>


The Santa Clara Valley Railroad was an attempt to create competition with the Southern Pacific’s peninsula line from San Francisco to San Jose. San Jose farmers were fed up with the SP’s monopoly and high freight rates. Attempts to build a railroad between San Jose and Alviso, with shipping via water to San Francisco, were unsuccessful as unbeknownst to everyone the Southern Pacific in 1871 had quietly purchased the shipping rights from all of the south bay landings.<ref>''San Jose Daily Mercury'' September 16, 1874, page 3</ref>  The SCVRR was organized by farmers,  outside capitalists, and real estate speculators of the proposed town of Newark to bypass the south bay landings and build a narrow gauge railroad between a landing at Dumbarton Point, on the east side of San Francisco Bay, and Santa Cruz via San Jose.<ref>''San Jose Daily Mercury'' October 5, 1875, page 3</ref>  The initial construction between Dumbarton Point and Santa Clara began in October 1975 and continued through the fall and winter. As construction was started so did the law suits from local property owners. The suits included an injunction to stop construction of a drawbridge on Dumbarton Point.<ref>''Daily Alta California'' December 26, 1875, page 1</ref>As grading got underway a contract for ties was signed with a supplier in the Santa Cruz mountains dependent on the newly opened Santa Cruz & Felton Railroad. The winter of 1875-1876 was a wet one. In December numerous slides closed the SC&FRR and the tie order could not be shipped.<ref>''Oakland Daily Evening Tribune'' December 4, 1875, page 3</ref> The rains also washed out the newly graded roadbed of the SCVRR.  The Baldwin Locomotive that was ordered had arrived and payment was due.<ref>''San Jose Daily Mercury'' January 23, 1876, page 4</ref> The Carter Brothers had begun construction on rolling stock with payment due on delivery.<ref>'' Daily Alta California'' November 6, 1875, page 1</ref> By the end of January 1876 it was clear that the SCVRR was bankrupt. Attempts at new financing had failed.<ref>''San Jose Daily Mercury'' January 9, 1876, page 3</ref>
The SPC was incorporated to build a railroad between Dumbarton Point and Santa Cruz with branches to Saratoga and New Almaden. As it turned out the Dumbarton Point terminus was probably a ruse to keep the Southern Pacific Railroad in the dark about the SPC's real ambition. In May 1877 the [[Bay & Coast Railroad]] was incorporated by [[Alfred E. Davis|A. E. Davis]] to operate between Alameda Point and Newark; creating on paper a complete railroad between Alameda and Santa Cruz.<ref>[https://cdnc.ucr.edu/?a=d&d=SDU18770503.2.20&dliv=none&e=-------en--20--1--txt-txIN--------1 ''Sacramento Daily Record-Union'' May 3, 1877, page 3]</ref> However, the SPC never made it to Santa Cruz. It reached as far as Big Trees where it connected to the [[Santa Cruz & Felton Railroad]], incorporated in November 1874.<ref>[https://cdnc.ucr.edu/?a=d&d=SJMN18741111.2.11&dliv=none&e=-------en--20--1--txt-txIN--------1 ''San Jose Daily Mercury'' November 11, 1874, page 3]</ref> The SC&F was acquired by [[Alfred E. Davis|A. E. Davis]] through the auction purchase of stock that had delinquent payment of assessments. He also purchased additional stock from current holders.<ref>[''Santa Cruz Sentinel'' June 7, 1879, page 3]</ref> Many of the original stockholders of the SC&F had become disillusioned with the company because of poor dividends and numerous assessments to pay for the repairs of landslides and washouts incurred during the railroad's first years. The threat of the SPC running a parallel railroad down the eastern side of the San Lorenzo River canyon depressed the stock even further.<ref>[''Santa Cruz Sentinel'' March 22, 1879, page 3]</ref>


=====In Steps Some Mysterious Capitalists.=====
With [[Alfred E. Davis|A. E. Davis]] holding the controlling interest in the [[Santa Cruz & Felton Railroad]]<ref name="split">''Daily Alta California'' May 25, 1887, page 2</ref> it became a leased line of the SPC. The other leased lines were: [[Bay & Coast Railroad]], [[Oakland Township Railroad]], [[San Francisco & Colorado River Railroad]], [[Felton & Pescadero Railroad]], and the [[Almaden Branch Railroad]]. Except for the Almaden Branch Railroad they were all individually incorporated with A. E. Davis initially holding the controlling interest.
As the Santa Clara Valley Railroad was heading towards bankruptcy Alfred E. Davis was home in San Francisco having recently completed a three year contract for supplying and managing a fleet of wagons and teams to haul charcoal and ore for the mines of Eureka, Nevada.<ref>''Eureka Daily Sentinel'' July 25, 1875, page 3</ref><ref>''Sacramento Daily Union'' June 19, 1872, page 3</ref>  The completion of the Ruby Hill Railroad had made his freighting business obsolete. Just a year earlier he had sold his stock in the Ophir mine in Virginia City. He was one of the original stockholders in 1862 <ref>''Sacramento Daily Union'' December 18, 1862, page 2 </ref>and sold the stock  at a sharp increase in value.<ref>''The Daily Appeal'' January 14, 1875, page 3</ref><ref name="alfred">''Contemporary Biography of California’s Representative Men'', Bancroft, 1881, page 219</ref> Back home A. E. Davis was wealthier and looking for a new venture to invest in. The movement of freight had been an interest of Mr. Davis ever since his May 1849 arrival in San Francisco when he had to earn his living by borrowing a cart and renting a mule to move freight around the city. What he later found out was that he could earn significantly more money moving freight than panning for gold.<ref name="alfred"></ref>


In the late January 1876 rumors began circulating that the SCVRR debts were being paid and the locomotive was sold. On February 4, 1876 A. E. Davis and B. B. Minor checked into the Auzerais House Hotel in San Jose where the offices of the Santa Clara Valley Railroad were located.<ref>''San Jose Daily Mercury'' February 4, 1876, page 3</ref> Butler B. Minor was a civil engineer with a reputation of assisting businesses getting started. He was often appointed the Secretary of new corporations. The majority of them were mines.<ref>''Daily Alta California'' October 29, 1871, page 1</ref><ref>''Daily Alta California'' May 26, 1872, page 1</ref><ref>''Daily Alta California'' June 28, 1872, page 1</ref><ref>''Daily Alta California'' July 26, 1872, page 2</ref><ref>''Pacific Rural Press'' August 2 1873, page 80</ref><ref>''Daily Alta California'' September 17, 1873, page 1</ref><ref>''Daily Alta California'' August 29, 1874, page 2</ref><ref>''Daily Alta California'' March 14, 1875, page 2</ref> He was also a stockholder of the Newark Land Company.<ref>''Daily Alta California'' March 14, 1875, page 2</ref> On February 13, 1876 the ''San Jose Daily Mercury'' reported that the Santa Clara Valley Railroad had a new Board of Directors: H. Bartling, President and General Manager; A. E. Davis, Treasurer; B. B. Minor, Secretary, George Kidd and Carey Pebbles, Directors. The home office remained in San Jose but the Treasurer's office moved to San Francisco. The report further said that the contract for the locomotive had been paid and rails had been ordered.<ref>''San Jose Daily Mercury'' February 13, 1876, page 3</ref> A. E. Davis seems to have stepped in to rescue the SVCRR. 
During construction of the SPC up the Los Gatos Creek Canyon it became clear that the cost to build the railroad through the Santa Cruz mountains was going to significantly exceed the estimates.  [[Alfred E. Davis|A. E. Davis]] needed cash. He obtained the interest of two business acquaintances, James C. Flood and James G. Fair who were both flush with cash from earnings in the Consolidated Virginia Mines. [[Alfred E. Davis|A. E. Davis]] increased his holdings in the SPC and then sold Flood and Fair equal amounts. Flood and Fair each held a three eights interest in the SPC (3,750 shares) with Davis holding a one fourth interest (2,500 shares).<ref>''San Francisco Chronicle'' December 22, 1885, page 5</ref> No one man was in control of the SPC. However Davis had the advantage as he held the controlling interest in the SC&F and the B&C.<ref>''Oakland Daily Evening Tribune'' December 22, 1885, page 3</ref><ref>''Oakland Daily Evening Tribune'' August 17, 1877, page 3</ref> The possibility of Fair and Flood combining their shares to take control was remote as they disliked each other.  


A month later on March 20, 1876 the South Pacific Coast Railroad is incorporated with the following Board of Directors: Alfred E. Davis, President and Treasurer; Joseph Clark, Vice President, an attorney; Edward Barron, a capitalist; Seth Cook, a capitalist; George Kidd, a capitalist and President of the Bank of Stockton;  J. Barr Robertson, a stock holder in the SCVRR and the Newark Land Company as well as the Agent for the California Land Investment Company; and Cary Pebbles, a former Director of the SCVRR and a strawberry farmer.<ref name="incorp"></ref> The capital stock of the SPCRR was established at 10,000 shares with the required 10% initially subscribed. Alfred Davis owned 994 shares of SPCRR stock and the others owned one share each.<ref>''Report of the Board of Commissioners of Transportation to the Legislature of the State of California'', December 1877, page 212</ref> With an infusion of capital the South Pacific Coast Railroad rose from the ashes of the SCVRR with a mission, "to build a railroad from Dumbarton Point through the counties of Alameda, Santa Clara, and Santa Cruz, on the most practicable route to the town of Santa Cruz with branch lines to Saratoga and New Almaden."<ref name="incorp"></ref>
Construction proceeded and the South Pacific Coast Railroad and its leased lines were opened to service May 15, 1880 between San Francisco, via ferry to Alameda Point, and Santa Cruz<ref>''Daily Alta California'' May 15, 1880, page 1</ref> A total of [[Tunnels of the South Pacific Coast Railroad 1878-1887|ten tunnels]] were dug between Los Gatos and Santa Cruz. Eight were dug by the South Pacific Coast contractors and two by Santa Cruz and Felton Railroad contractors. In 1880, when the SPCRR opened between Los Gatos and Santa Cruz, eight tunnels were in use. Of the other two, one collapsed shortly after construction and the other was abandoned after a new lower, straighter, and larger tunnel was dug.


Alfred E. Davis was the first person mentioned in the press associated with the SPCRR. However the press dismissed Mr. Davis as a major owner<ref>''Oakland Daily Evening Tribune'' July 17, 1878, page 2</ref> and began speculating about the "real" owners of the railroad. The railroad's checking account was with the Nevada Bank and the offices were in the new Nevada Bank building on Montgomery Street, San Francisco. The newspapers initially assumed that the newly crowned ''Bonanza Kings:'' Fair; Flood; MacKay; and O'Brien were backing the railroad.<ref>''Santa Cruz Sentinel'' September 30, 1876, page2</ref><ref>''San Jose Weekly Mercury'', November 9, 1876, page 3</ref> It had to be someone with lots of money because the railroad did not ask for any government subsidy or donation of land. No one was stepping forward to take the credit and the newspapers continued to speculate.<ref>''Oakland Daily Evening Tribune'' June 4, 1878, page 2</ref> However, some facts were beginning to be revealed. A. E. Davis admitted in an interview that as of April 1879 he had put $700,000 of his own money into the SPCRR<ref>''Santa Cruz Sentinel'' April 12, 1879, page 2</ref> and Edward Mix the road's construction engineer stated that A. E. Davis was a one fourth owner.<ref>''Santa Cruz Sentinel'' July 12, 1879, page 2</ref> But just who the other owners were, and who was in control, were still mysteries.<ref>''Santa Cruz Sentinel'' October 16, 1880, page 3</ref><ref>''Oakland Daily Evening Tribune'' March 19. 1884, page 3</ref>
Powered by mostly 3 foot gauge [[South Pacific Coast Railroad Locomotive Roster|Baldwin locomotives]] with [[South Pacific Coast Railroad Freight Car Roster|freight]] and [[South Pacific Coast Railroad Passenger Car Roster|passenger cars]] from [[Carter Brothers, Builders|Carter Bros.]], Jackson and Sharp, and others, the 80.6 mile railroad served its area well moving people and freight including: forest products; lime; paper; sugar; bricks; oil; beer; gravel; hay; vegetables; bitumen; and explosives. Branch lines were constructed to Centerville, Boulder Creek, New Almaden, and Oakland with a number of short spurs serving various industries.


Through 1878 the Board remained the same with the same stock holders. In 1879 two things happened: George Kidd died, his stock was held in probate for a year; and a new California State Constitution was approved establishing a Railroad Commission.  Reports to the new Commission were not required for the year 1879. The 1880 report to the Railroad Commission reported that all 10,000 shares of the SPCRR stock had been subscribed to 7 unnamed stockholders. Sometime between December 1878 and December 1880 the remaining 9000 shares of stock were sold. Future information suggests that A. E. Davis bought 1500 shares, creating his one fourth share in the company, and James C. Flood, and James G. Graham each purchased 3750 shares of SPCRR stock.<ref>''San Francisco Chronicle'' December 22, 1885, page 5</ref> Fair and Flood were silent partners giving control to A. E. Davis as the number of reported stockholders had not increased, the seven directors were known, and they did not include either Flood or Fair.<ref name="thirdannual">''Third Annual Report of the Board of Railroad Commissioners of the State of California'' 1882, page 324</ref><ref>''Oakland Daily Evening Tribune'' February 13, 1886, page 1</ref> James Fair may have bought his SPCRR shares in October 1879 after Alfred Davis gave him a tour of the railroad.<ref>''Santa Cruz Sentinel'' October 18, 1879, page 3</ref> Similarly James C. Flood may have bought his shares after an August 1880 tour with Davis.<ref>''Santa Cruz Sentinel'' August 28, 1880, page 3</ref>
{| class="wikitable" style="float:right; margin-left:10px;font-size:90%"
 
It would seem that with A. E. Davis's 2494 shares of SPCRR stock and Fair's and Flood's 3750 each shares that Fair and Flood would have been in control. But there is more to control than just stock in the SPCRR.  By June 1879 A. E. Davis owned 98 percent of the Santa Cruz and Felton Railroad stock.<ref>''Oakland Daily Evening Tribune'' June 17, 1879 page 2</ref><ref name="1887stock">''Daily Alta California'' May 25, 1887, page 2</ref> He also probably still controlled the stock of the Bay & Coast Railroad. Without the SC&FRR and the B&CRR the South Pacific Coast Railroad had no northern or southern connections. Therefore with his 2494 shares of SPCRR stock and control of the SC&FRR and the B&CRR Davis controlled the entire railroad. It also helped that Fair and Flood did not like each other and were unlikely to pool their resources.
 
{| class="wikitable" style="float:right; margin-left:10px;"
|+ South Pacific Coast Railroad Superintendents
|+ South Pacific Coast Railroad Superintendents
|-
|-
| Thomas Carter
| Thomas Carter
| Apr 1876<ref>''Oakland Evening Tribune'' April 29, 1876, page 3</ref> - Aug 1880<ref name="bowen">''Oakland Daily Evening Tribune'' August 19, 1880, page 3</ref>  
| Apr 1876<ref name="carter">''Oakland Daily Evening Tribune'' April 29, 1876, page 3</ref> - Aug 1880<ref name="bowen">''Oakland Daily Evening Tribune'' August 19, 1880, page 3</ref>
| Construction Superintendent<ref>''Oakland Evening Tribune'' April 29, 1876, page 3</ref>
|Construction Superintendent<ref name="carter"></ref> and General Contractor<ref>''Oakland Evening Tribune'' April 29, 1876, page 3</ref>
|-
|-
| Frank W. Bowen
| Frank W. Bowen
Line 59: Line 46:
| Resigned after argument with A. E. Davis<ref name="resign"></ref>  
| Resigned after argument with A. E. Davis<ref name="resign"></ref>  
|-
|-
| Alfred E. Davis
| [[Alfred E. Davis]]
| Jan 1884<ref name="davis"></ref> - Mar 1884<ref name="fillmore">''Daily Alta California'' February 28, 1884, page 4</ref>
| Jan 1884<ref name="davis"></ref> - Mar 1884<ref name="fillmore">''Daily Alta California'' February 28, 1884, page 4</ref>
| Filled in until Luther Fillmore arrived.<ref>''Oakland Daily Tribune'' February 18, 1884, page 2</ref>  
| Filled in until Luther Fillmore arrived.<ref>''Oakland Daily Tribune'' February 18, 1884, page 2</ref>  
Line 68: Line 55:
|}
|}


=====Settling Down to Operation=====
On March 15, 1884 a new Alameda ferry terminal was opened 2.5 miles out into San Francisco Bay shortening the travel time by 15 minutes.<ref>''Daily Alta California'' March 15, 1884, page 1</ref> This 2.5 mile extension was all that was built of the [[San Francisco & Colorado River Railroad]]. The SF&CR was the [[Oakland Township Railroad|fourth attempt]] to extend the SPC out of Oakland and over the East Bay Range to the Central Valley and beyond.


In 1880 when the railroad fully opened between San Francisco and Santa Cruz there was a change in the officers of the company. B. B. Minor left and George H. Waggoner took his place as Secretary.  Mr. Waggoner was A. E. Davis's nephew-in-law having married Alfred's brother Sam's daughter Louisa.<ref name="census">1880 U. S. Census</ref> George Waggoner had first been the General Passenger Agent during the time the railroad operated only north of Wright's when the big tunnel was being dug. There was also a change in the Board of Directors. Issac E. James had taken the place of the deceased George Kidd and Daniel Cook had taken the place of his brother Seth. Issac James was a mine superintendent in Virginia City, Nevada.<ref name="census"></ref> He was also a Director of the Virginia & Truckee Railroad as well as its Chief Engineer.<ref>''Reno Evening Gazette'' May 11, 1881 , page 3</ref>Richard M. Garratt was no longer needed to separately superintend the Santa Cruz and Felton Railroad once the tunnels were completed. He became the SPCRR General Freight Agent. Briefly, George Waggoner wore two hats additionally filling the General Passenger Agent role.
In the fall of 1885 the SPC was attempting to obtain a franchise from the City of Oakland allowing the use of steam power on Telegraph Avenue which would then allow the SF&CR to tunnel the East Bay Hills and continue East.<ref>''Oakland Daily Evening Tribune'' November 11, 1885, page 3</ref> James Fair, having just personally purchased the [[Oakland Railroad]], a horse powered street car line along Telegraph Avenue,<ref>''Daily Alta California'' August 20, 1885, page 4</ref> was extremely frustrated with the progress of the franchise and decided to take control of the SPC. A two month long negotiation with James Flood resulted in James Fair becoming the controlling stockholder of the SPC in December 1885 <ref>''Daily Alta California'' December 22, 1885, page 2</ref>. He became President of the railroad relegating Alfred Davis to Vice President and General Manager and modifying the executive staff. George H. Waggoner, A. E. Davis' nephew-in-law, was replaced with both Charles S. Neal, James Fair's stockbroker and secretary, and Varney S. Gaskill, the son of politically powerful Rollin C. Gaskill, an Oakland based Wells Fargo & Company executive.<ref>''Oakland Daily Evening Tribune'' January 2, 1886, page 1</ref> The Board of Directors was changed to: James G. Fair, President; Alfred E. Davis, Vice President and General Manager; Charles S. Neal, Secretary; L. B. Bentley, the General Manager of the James Fair owned Pacific Rolling Mills; Squire V. Mooney, Manager of John A. Roebling Son's Co; James L. Flood, son of James C. Flood; and Seth Cook.<ref>''Manual of the Railroad of the United States for 1886'', by Henry V. Poor, page 332 and 928</ref> However, after over a year of franchise negotiations with the City of Oakland, steam power was only extended to Fourteenth and Franklin streets in downtown Oakland.


When 1881 rolled around the board had one minor change. J. Barr Robertson stepped down as Director and John Rosenfeld took his place.<ref name="thirdannual"></ref> Rosenfeld was a consignment merchant and had been a Director of the Newark Land Company.<ref>''Sacramento Daily Union'' December 18 1874, page 3</ref> R. M. Garratt became the General Freight and Passenger Agent. In late 1882 Daniel Cook died but that just meant that his brother Seth would return to the board after the usual year long probate of Daniel's will. Isaac James left the Board to be replaced by J. E. Jones of Virginia City and later Tombstone, Arizona.  A new director was added to the Board, Charles Iverson.<ref name="fifthannual">''Fifth Annual Report of the Board of Railroad Commissioners of the State of California'', 1884</ref> Charles was the SPCRR Bookkeeper/Chief Accountant. It seems that A. E. Davis may have been trying to consolidate his power on the Board. Then in 1883 Cary Peebles died and R. M. Garratt took his place.<ref name="fifthannual"></ref> Finally in 1884 R. M. Garratt left the Board and no one replaced him.<ref name="seventhannual">''Seventh Annual Report of the Board of Railroad Commissioners of the State of California'', 1886</ref>
As the frustrations continued James Fair began negotiations with the officials of the Southern Pacific Company for a possible purchase of the South Pacific Coast Railroad and its leased lines.<ref>''San Francisco Chronicle'' September 26, 1886, page 5</ref> The SP wanted to remove the competition which was by now carrying significant traffic. C. P. Huntington was willing to pay $1,500,000 in SP stock but J. G. Fair wanted $4,000,000 in cash.<ref>''Santa Cruz Daily Surf'' October 18, 1886, page 3</ref> Had the SF&CR been able to penetrate the East Bay Hills a ready buyer was standing by. The Atlantic and Pacific Railroad, a subsidiary of the Atchison, Topeka and Santa Fe Railroad, wanted a railroad and ferry terminal near Oakland.<ref>''San Francisco Chronicle'' November 9, 1885, page 2</ref> But the SPC could not get the [[Oakland Township Railroad|franchise]] from the city of Oakland to build east. 


=====James G. Fair Takes Control=====
In November 1886 the newspapers announced that the SPC was sold to the SP for $6,000,000 but the transfer was not complete.<ref name="purchase">''Daily Alta California'' November 25, 1886, page 1</ref> An inventory of the SPC assets would need to be completed and the papers drawn up. Prior to the transfer, the South Pacific Coast Railroad and its leased lines were all combined into one corporation, the [[South Pacific Coast Railway]].<ref name="split"></ref> Then in June 1887, when the transfer was expected to be completed, a dispute arose over the details of the mortgage.<ref>''Alameda Semi-Weekly Argus'' June 18, 1887, page 2</ref>


<br><br><br><br><br><br><br><br>
The purchase of the SPC was to be paid for with 50 year bonds at 4% interest per annum secured by a mortgage of all the assets of the railroad. The mortgage would be paid off out of the future earnings of the South Pacific Coast Railway. In other words, Leland Stanford, C. P. Huntington, and Charles Crocker would pay nothing for the stock of the SPCRwy and then lease the railroad to the Southern Pacific Railroad who would pay off the mortgage and interest to the broker, The Farmers' Loan and Trust Company. To make it even sweeter Stanford, Huntington, and Crocker received a total of $500,000 worth of bonds leaving $5,500,000 in bonds for James Fair and the other stockholders of the SPCRwy.<ref name="purchase"></ref> The largest original stockholders of the SPCRwy were: James G. Fair (74.7%); Charles S. Neal (16.7%); and [[Alfred E. Davis]] (8.2%).<ref name="split"></ref>   James Fair himself would also receive $2,000,000 in cash for his personally owned Oakland Street railroads.<ref name="bonds">''Oakland Daily Evening Tribune'' July 14, 1887, page 3</ref>


===The Leased Lines===
However, C. P. Huntington did not initially agree to language in the mortgage. Huntington's idea was that when the SP obtained the SPCRwy the Alameda Ferry Terminal would be abandoned and all ferry service would be through the SP's Oakland Mole. James Fair and fellow stockholders felt that this would depress the value of the Bonds and make it difficult to sell them at a future date. To prevent this the mortgage included a clause stating that the SP agreed to maintain all SPCRwy service including ferries at the same level as at the time of execution of the mortgage. If it was not maintained for the full 50 years the principal sum of the bonds would become immediately due and payable.<ref name="bonds"></ref>
----
<span style="float:right">[[File:The South Pacific Coast Railroad Companies 1886.pdf|450px|link=https://www.pacificng.com/wiki/images/b/b8/The_South_Pacific_Coast_Railroad_Companies_1886.pdf]]</span>
During the 1880's California Law allowed the forming of a corporation if there were five Directors, each owning a minimum of one share of stock, and ten percent of the stock had been subscribed. Therefore a $1,000,000 corporation with shares costing $100 each could be formed with only 1000 shares subscribed.<ref name="incorp"></ref> One man could own all but four shares with the other four Directors owning only one share each. The corporation would be able to start business with one man in control and 9,000 shares available for further sale.  Furthermore the law allowed that future assessments could be placed upon the shares. If the assessments were not paid the shares could be put up for auction for the cost of the assessment and the costs of the sale. The typical use of the assessment was to  require subscribed shareholders to pay the latest installment on non fully paid up shares. However in practice the assessment was often used to extract money from paid up shareholders in order to further the business or pad the pockets of the major stockholders. The practice of assessing paid up shares continued until July 1882 when Charles Spreckels won his California Supreme Court challenge of the Santa Cruz Railroad's  assessment on his shares.<ref>''Santa Cruz Sentinel'' July 15, 1882, page 4</ref>  


A. E. Davis created a new corporation with its own stock, officers, and directors for each extension of the The South Pacific Coast Railroad Company. These corporations were then leased to the SPC railroad; although lease terms and rentals were never established.<ref>''Seventh Annual Report of the Board of Railroad Commissioners for the State of California for the Year Ending December 31, 1886'', 1887, page 383</ref> The SPCRR leased lines were: the Bay and Coast Railroad Co.; the Oakland Township Railroad Co.; the San Francisco and Colorado River Railroad Co.; the Felton and Pescadero Railroad Co.; the Santa Cruz and Felton Railroad Co.; the Almaden Branch Railroad Co.; and the Alameda and San Joaquin Railroad Co. which was surveyed but never built.  
Finally Huntington capitulated and the [[South Pacific Coast Railway]] was transferred to Leland Stanford, C. P. Huntington, and Charles Crocker July 31, 1887.<ref>''Daily Alta California'' July 31, 1887, page 1</ref> The irony of all this was that James Fair was unable to sell his SPCRwy bonds during his lifetime and instead used them as collateral for various loans.<ref>''Los Angeles Herald'' June 12, 1895, page 2</ref> But, narrow gauge enthusiasts have Mr. Fair to thank for the long life of the narrow gauge South Pacific Coast. Had Huntington prevailed the Alameda ferry system would certainly have been abandoned and the remainder of the system either quickly standard gauged or abandoned. Instead there was almost 20 additional years of narrow gauge railroading on the [[South Pacific Coast Railway]].


====Bay and Coast Railroad Company====
Portions of the original alignment are still in use today. The Union Pacific operates the sections of track from San Leandro to San Jose and San Jose to Vasona Junction near Campbell. The Santa Cruz, Big Trees & Pacific Railway operates the segment of the line from Felton to Santa Cruz.
Incorporated May 2, 1877<ref name="report1879>''Biennial Report of the Commissioner of Transportation of the State of California for the years ending 1877 and 1878'', 1879, page 414</ref>, Alameda to Newark 24.8 miles<ref name="TT30"></ref>


Directors: Alfred E. Davis, President and Treasurer, 996 shares; Joseph Clark, Vice-President, 1 share; B. B. Minor, Secretary; Daniel Cook, Director, 1 share; J. C. Tucker, Director, 1 share; Edward Barron, Director, 1 share.
==Reference Material Available Online==
Capital 1,000,000 in shares of $100 each.<ref>''Oakland Daily Evening Tribune'' August 17, 1877, page 3</ref><ref name="report1879></ref>


The Bay and Coast Railroad extended between Newark and the Alameda Point Ferry Terminal. A franchise from the Town of Alameda was necessary to place steam railroad tracks on the city streets. The application for the franchise was requested by Dr. J. C. Tucker, a local physician.  It was a practice of A. E. Davis to have a prominent citizen request the franchise. The May 1877 franchise was approved quickly as Alameda was very happy to get direct ferry service to San Francisco.<ref>''Santa Cruz Weekly Sentinel'' May 5, 1877, page 3</ref>
===Leased Lines===
:Railroads leased to and operated by the South Pacific Coast Railroad.
::[[Almaden Branch Railroad]]
::[[Bay & Coast Railroad]]
::[[Felton & Pescadero Railroad]]
::[[Oakland Township Railroad]]
::[[San Francisco & Colorado River Railroad]]
::[[Santa Cruz & Felton Railroad]]


====Oakland Township Railroad Company====
===Rosters===
Incorporated January 7, 1881<ref name="report1889">''Ninth Annual Report of the Board of Railroad Commissioners of the State of California for the year ending 1888'', 1889, page 290</ref>,  Alameda to Oakland 4.1 miles<ref name="TT30"></ref>
:[[South Pacific Coast Railroad Locomotive Roster|South Pacific Coast Railroad Locomotive Roster compiled by John F. Hall]]
:[[South Pacific Coast Railroad Passenger Car Roster]]
:[[South Pacific Coast Railroad Freight Car Roster]]
:[[South Pacific Coast Railroad Ferryboat Roster|South Pacific Coast Railroad Ferryboat Roster compiled by John F. Hall]]
:[[Tunnels of the South Pacific Coast Railroad 1878-1887|Tunnels of the South Pacific Coast Railroad 1878-1887 compiled by John F. Hall]]


Directors: Alfred E. Davis; Daniel Cook; Seth Cook; Joseph Clark; and Edward Barron. <ref name="OTRRincorp">''Oakland Daily Evening Tribune January 7, 1881, page 3</ref><br>
===Trackage===
:[[:Media:SPC Rail Status by Segment and Year for PacificNG Nov 06 2019.pdf|South Pacific Coast Track Status Timeline by John F. Hall.]]
::A timeline of track life, including: construction, service dates and gauge changes.


The purpose of the the Oakland Township Railroad was to serve Oakland and pass through the City over its northern boundary near Telegraph Avenue and Thirty-sixth Street or the western boundary near San Pablo Avenue and Adeline Street.<ref name="OTRRincorp"></ref> This proved to be a very difficult undertaking. Over six years, five franchises were requested of the Oakland City Council. Two were approved and built for steam railroad.<ref>''Daily Alta California'', March 7, 1880, page 1</ref><ref>''Daily Alta California'' February 25, 1886, page 8</ref><ref name="june25">''Oakland Daily Evening Tribune'', June 25, 1886, page 3</ref> One franchise was approved for a cable car on Grove street which was not built.<ref>''Oakland Daily Evening Tribune'' September 22, 1885, page 3</ref> One was approved for steam power on Fallon street but not built.<ref>''Daily Alta California'', March 4, 1879, page 1</ref> The request for steam power on Telegraph Avenue between Broadway and the City Limits was not adopted by the City Council.<ref name="june25"></ref> An additional franchise was adopted by the Alameda County Board of Supervisors for tracks across the Webster Street bridge.<ref>''Oakland Daily Evening Tribune'' December 22, 1879, page 3</ref>
===Timetables===
 
:[[Media:SPC Timetable No. 30 1886 Chart.pdf|South Pacific Coast Timetable No. 30, March 1886]]  
The result was that between June 1881 and July 1886 the SPCRR crossed San Antonio Creek (the Oakland/Alameda Estuary) on a newly built Webster Street Bridge and traveled up Webster Street to Twelfth Street. Service to Fourteenth Street was by horse car as the original franchise did not allow steam power north of Twelfth Street.  Then tracks were relocated across the block of Franklin Street, Webster Street, 13th Street, and 14th Street with the depot on Franklin Street near Fourteenth Street and in July 1886 a new franchise extended steam service to the depot.<ref>''Oakland Daily Evening Tribune'', July 12, 1886, page 4</ref> 
 
The Oakland Railroad, which was purchased as separate property of James G. Fair to provide the connection out of Oakland, rebuilt the five foot gauge horsecar line along San Pablo Avenue into a cable car line.<ref>''Daily Alta California'' August 20, 1885, page 4</ref><ref>''Daily Alta California'' November 22, 1886, page 1</ref> It also rebuilt the horsecar along Telegraph Avenue from a single track  five foot gauge to a dual track three foot gauge in anticipation of a steam railroad franchise through the City of Oakland.<ref>''San Francisco Chronicle'' February 10, 1886, page 4</ref> The franchise was not approved due to property owner disapproval. However SPC Locomotive No. 1 was loaned to the Oakland Railroad and pulled out to the City Limit near Temescal by horses to serve as motive power on Telegraph Avenue between Thirty-sixth Street and the State University at Berkeley.<ref>''Oakland Daily Evening Tribune'', June 29, 1886, page 3</ref> SPCRR freight cars and relief locomotives were also pulled out to Thirty-sixth Street by horse power.<ref>''San Francisco Chronicle'' July 29, 1886, page 8</ref><ref>''Alameda Semi-Weekly Argus'' February 19, 1887, page 3</ref> The Oakland Railroad remained separate property of James Fair and was not included in the consolidation of railroads into the South Pacific Coast Railway.<ref name="consolidate"></ref>
 
For an expanded history see the [[Oakland Township Railroad]].
 
====San Francisco and Colorado River Railroad Company====
Incorporated January 16,1883<ref name="report1889></ref>, Projected Length:650 miles.<ref name="sfcrr incorp"></ref>  Constructed Length:Alameda Mole to Alameda Point 3.0 miles.<ref name="TT30"></ref>
 
Directors: A. E. Davis, SPCRR President; A. Groves, SPCRR Freight Clerk; Charles Iverson, SPCRR Bookkeeper; George C. Prentice, SPCRR Clerk; R. M. Garratt, SPCRR, General Passenger and Freight Agent. With a capital stock of $20,000,000 divided into $100 shares. A. E. Davis was the Treasurer with ten percent of the stock paid in.<ref name="sfcrr incorp">''Sacramento Daily Record-Union'' January 17, 1883, page 3</ref>
 
====Felton and Pescadero Railroad Company====
Incorporated January 13, 1883<ref name="report1889"></ref>,  Felton to Boulder Creek 7.3 miles<ref name="TT30"></ref>
 
 
Directors: A. E. Davis, G. H. Waggoner, R. M. Garrett, Charles Iverson, W. T. Fitzgerald with a capital stock of $500,000: Davis $46,000; Waggoner, $1,000; Garrett, $1,000; Iverson. $1,000; and Firzgerald, $1,000.<ref>''Sacramento daily Record-Union'' June 16, 1883, page 8</ref><ref>''San Jose Daily Mercury'' June 24, 1883, page 2</ref>
 
 
Leased to the SPCRR
 
Replace Flume.
Originally tried to go thru downtown Felton
 
====Santa Cruz and Felton Railroad Company====
Incorporated  November 13, 1874<ref name="report1889"></ref>,  Santa Cruz to Felton 7.1 miles<ref name="TT30"></ref>
 
 
 
Include Flume may need to change corporate name.
 
Over 100 stockholders
 
Assessment auctions  - shares purchased by Davis
 
For an expanded history see the [[Santa Cruz and Felton Railroad]].
 
====Almaden Branch Railroad Company====
Trains began running June 1886.<ref>''Oakland Daily Evening Tribune'' June 7, 1886, page 4</ref>    Incorporated April 6, 1887<ref name="report1889"></ref>,  Campbell's to New Almaden Station 9.6 miles<ref name="TT33">''South Pacific Coast Railroad Timetable No.33'' April 2, 1887</ref>
 
====Alameda and San Joaquin Railroad Company====
Incorporated  September  1881, Directors: George D. Prentice, SPCRR clerk; Ayscough Groves, SPCRR freight clerk; James L. McCarthy, First Officer ferryboat ''Garden City''; Charles Iverson, SPCRR bookkeeper; and William T. Fitzgerald, SPCRR ticket clerk.<ref>''Daily Alta California'' September 13, 1881, page 2</ref>  by the most practicable route through Alameda, Contra Costa, San Joaquin, Stanislaus, Merced, Fresno, Tulare, and Kern counties.<ref>''Livermore Herald'' Septembeer 15, 1881, page 3</ref>
 
Survey only
 
====Consolidation to the [[South Pacific Coast Railway]] Company====
 
====The Transfer to New Owners====
Consolidation to the SPCRwy
50 year Mortgage of the road, rolling stock, floating stock, buildings, land, appurtenances for 5.5million in Bonds
Give the bonds to the SCPRwy stockholders who then
give their stock to Stanford, Crocker, Huntington
who then lease road to the SP.
Bonds and interest are then paid off from the operating profits of the SPCRwy which is why
the SPCRwy had to stay in business until 1937.
 
 
 
Fair's Oakland street railroads.
 
===Ancillary Corporations===
----
====Pacific Land Investment Company====
Incorporated April 28, 1876, Directors: Alfred E. Davis, Edward Barron, Seth Cook, Joseph Clark, and J. Barr Robertson.<ref>''Oakland Evening Tribune'' May 6, 1876, page 3</ref>
 
The Pacific Land Investment Company was incorporated to handle all of the real estate purchases and sales of land related to the South Pacific Coast Railroad. A major land investment was the town of Newark and its surrounding acreage. The other major concern was the purchasing of the right-of-way for the railroad and the subsequent sales of excess right-of-way. Some of that excess right-of-way was in the Town of Alameda where some property owners would only sell their entire lot even if the railroad only needed a small portion.  This excess land was subdivided.  The company built and later sold homes on the new lots. Samuel Davis, Alfred E. Davis's brother was the land agent for the Newark property.<ref name="census"></ref>  John L. Romer was the land agent for the railroad.
 
The Pacific Land Investment Company was not included with the consolidation of railroads into the South Pacific Coast Railway
 
====Bay and Coast Telegraph Company====
Incorporated June 1878
 
Directors: Alfred E. Davis, President; Edward Barron; Daniel Cook; Joseph Clark; and Seth Cook. Capital $100,000 in shares of $100 each.<ref>''Sacramento Daily Record-Union'' June 11. 1878, page 3</ref><ref>''Langley's San Francisco Directory, April 1879'', page 116</ref>
 
The Bay and Coast Telegraph Company was not included with the consolidation of railroads into the South Pacific Coast Railway
 
===Construction===
----
===Stations and Line Side Industry===
----
====San Francisco Ferry Building====
[[File:San_Francisco_Ferry_Building _with_SPC_Tracks_1887sm.jpeg|thumb|right|San Francisco Ferry Building with SPC Freight Tracks on Right|link=https://www.pacificng.com/wiki/images/7/7d/San_Francisco_Ferry_Building_with_SPC_Tracks_1887sm.jpeg]]
The Ferry Building at the foot of Market Street was the SPCRR San Francisco landing for passengers, wagons with teams, and freight cars. The two southern most ferry slips were designated for the SPCRR. The southern one was used for the freight ferry boat ''Garden City''.  Photographs do not exist that show the layout of the freight car tracks on the wharf but the description in the newspapers was a seventy foot long two track apron to the ferry connected to two connected turntables with radiating tracks for loading/unloading of the freight cars. Freight cars were hoisted off the ferry using a deck-mounted winch on the ''Garden City'' with a system of pulleys on the wharf.  <ref>''Alameda Argus'' January 27, 1881, page 3</ref><ref>''Alameda Argus'' March 17, 1881, page 3</ref> Once on the wharf the cars were moved by horses.<ref>''San Jose Herald'' November 20, 1879, page 3</ref>
 
====Alameda Ferry Terminal====
====Alameda Point====
 
===Operation===
----
====Passenger====
[[File:SPC Timetable No, 30.jpg|150px|right|link=https://www.pacificng.com/wiki/images/b/bd/SPC_Timetable_No%2C_30.jpg]]
[[File:SPC_Timetable_No._30_1886_Chart.pdf|300px|right|SPC Timetable No. 30 Chart|link=https://www.pacificng.com/wiki/images/4/4d/SPC_Timetable_No._30_1886_Chart.pdf]]
Commuter Service $.015 (1880 dollars) with inflation $3.77 (2020 dollars)
 
BART Embarcadero station from Lake Merritt station $3.70, from MacArthur station $3.95
 
Through train Parlor Car service an additional $0.50
 
Excursions
 
====Freight====
 
Lumber, lime, cordwood, ties, brick, grain, flour, hay, fruit (fresh and canned), produce, sugar, oil, fuel oil, machinery, stoves, rolling stock, stone, gravel, coal, beer, paper pulp, paper, molasses (SPCRwy), locomotives, ships, sugar beets, bitumen.
 
====Crossings and Interchanges====
The SPCRR crossed Southern Pacific railroads five times. At each crossing the South Pacific Coast was required to stop before crossing.
 
:'''In Oakland'''
 
::Seventh Street - SPC/SP Double track crossing double track
 
::First Street - SPC/SP Double track crossing double track.
 
:'''In Alameda'''
 
::Pacific Avenue - SPC/SP Double track crossing single track
 
:'''In Santa Clara'''
 
::Single track crossing SPC/SP
 
:'''In Santa Cruz'''
 
::Two single track crossings SPC/SP
 
Mention crossing protections
 
===The Tunnels===
----
A total of ten tunnels were dug between Los Gatos and Santa Cruz. Eight were dug by the South Pacific Coast contractors and two by Santa Cruz and Felton Railroad contractors. In 1880 when the SPCRR opened between Los Gatos and Santa Cruz eight tunnels were in use. Of the other two, one collapsed shortly after construction and the other was abandoned after a new lower, straighter, and larger tunnel was dug.
 
{|class="wikitable"
|+Tunnels of the South Pacific Coast Railroad 1878-1887
|-
!No.
!Location
!Built By
!Year Open
!Original Length<ref name="tunlength">''Santa Cruz Sentinel'' March 27, 1880, page 2</ref>
!Note
|-
|none
|1 mile south of Los Gatos
|SPCRR
|1878
|185 feet
|Collapsed February 1878 and became a cut.<ref>''Santa Cruz Sentinel'' February 23, 1878, page 2</ref>
|-
|1
|1.4 miles south of Los Gatos
|SPCRR
|1878
|191 feet
|
|-
|2
|Between Wright's and Highland
|SPCRR
|March 1880<ref name="tunlength"></ref>
|6,157 feet
|Multiple deadly explosions during construction due to natural gas deposits.
|-
|3
|Between Highland and Glenwood
|SPCRR
|October 1879<ref>''Oakland Daily Evening Tribune'' October 11, 1879, page 2</ref>
|5,793 feet
|
|-
|4
|South of Clem's
|SPCRR
|December 1878<ref>''Santa Cruz Sentinel'' December 28, 1878, page 3</ref>
|913 feet
|2 men killed during construction
|-
|5
|0.5 miles north of Doughtery's
|SPCRR
|February 1879<ref>''Santa Cruz Sentinel'' February 22, 1879, page 3</ref>
|250 feet
|
|-
|6
|1 mile south of Big Trees
|SPCRR
|December 1879<ref>''Santa Cruz Sentinel'' December 27, 1879, page 3</ref>
|338 feet
|
|-
|none
|0.25 miles south of Rincon
|SC&FRR
|August 1875<ref>''Santa Cruz Sentinel'' August 21, 1879, page 3</ref>
|125 feet
|Abandoned October 1879
|-
|7
|0.25 miles south of Rincon
|SPCRR
|October 1879<ref>''Santa Cruz Sentinel'' October 4, 1879, page 3</ref>
|282 feet
|Built slightly to the west and below the SC&FRR tunnel reducing the curvature and grade and increasing the height.<ref>''Santa Cruz Sentinel'' July 26, 1879, page 3</ref>
|-
|8
|Misson Hill, Santa Cruz
|SC&FRR
|October 1876<ref>''Santa Cruz Sentinel'' October 7, 1876, page 3</ref>
|918 feet
|
|}
 
===Locomotives===
----
[[South Pacific Coast Railroad Locomotive Roster]]
 
===Rolling Stock===
----
====Passenger Cars====
 
 
====Freight Cars====
 
===Ferryboats===
----
====''Newark''====
<span style="float:right">[[File:SPC Ferry Newark sm.jpg|300px|link=https://www.pacificng.com/wiki/images/9/9f/SPC_Ferry_Newark_sm.jpg]]</span>
Launched: April 25, 1877<ref name="newark ferry">''Daily Alta California'' April 26, 1877, page 1</ref><br>
Engineer's Trip:June 13, 1877<ref>''Daily Alta California'' June 14, 1887, page 1</ref><br>
In Service:  for excursions July 22, 1877<ref>''San Jose Daily Mercury'' July 24, 1877, page 3</ref>; for scheduled service:June 1, 1878<ref>''San Francisco Chronicle'' June 13, 1878, page 4</ref><br>
286' x  43' beam, hold 12 1/4'<ref name="newark ferry"></ref><br>
1500 horse power cylinder 65" diameter with 12' stroke<ref name="newark ferry"></ref><br>
Paddleboxes: 42' diameter<ref name="newark ferry"></ref><br>
 
====''Bay City''====
<span style="float:right">[[File:SPC Ferry Bay City sm.jpg|300px|link=https://www.pacificng.com/wiki/images/8/8a/SPC_Ferry_Bay_City_sm.jpg]]</span>
Launched: May 18, 1878<ref name="bay city">''Daily Alta California'' May 19, 1878, page 2</ref><br>
In Service: approx July 8, 1878<ref>''Oakland Daily Evening Tribune'' July 8, 1878, page 1</ref><br>
258' x 40' beam hold 13'<ref name="bay city"></ref><br>
50" cylinder 12' stroke<ref name="bay city"></ref><br>
Property of Bay and Coast Railroad<ref name="bay city"></ref><br><br>
 
====''Garden City''====
<span style="float:right">[[File:Garden City 2sm.jpg|300px|link=https://www.pacificng.com/wiki/images/d/d3/Garden_City_2sm.jpg]]</span>
Launched: June 21, 1879<ref>''San Francisco Chronicle'' June 21, 1879, page 3</ref><br>
In Passenger Service: July 4, 1879<ref>''Alameda Argus'' July 3, 1879, page 3</ref><br>
San Francisco wharf completed without rails: December 17, 1880<ref>''Daily Alta California'' December 17, 1880, page 1</ref><br>
Winch installed on deck of Garden City: March 18, 1881<ref>''Alameda Argus'' March 17, 1881, page 3</ref><br>
SF wharf rails completed, Freight Service begins: March 24, 1881<ref>''Alameda Argus'' March 31, 1881, page 3</ref><br>
208' x 37' beam hold 13 1/2'<ref>''Daily Alta California'' June 25, 1879, page 2</ref><br>
46' cylinder with 12' stroke. Freight car capacity: 14 cars<ref>''Alameda Argus'' June 26, 1879, page 3</ref><br>
No upper cabin for passengers.
 
====''Encinal''====
Passenger and Freight boat, tracks on deck<br>
Ordered by the South Pacific Coast Railroad and delivered to the [[South Pacific Coast Railway]]
<br>
<br>
<br>
<br>
 
 
 
----
 
==Reference Material Available Online==


===Photographs===
===Photographs===


[http://www.pacificng.com/imglib/main.php?g2_itemId=951 Collected South Pacific Coast Railroad Photographs.]<br>
:[[South Pacific Coast Railroad Photographs]]<br>
Images collected from private collections, libraries and historical societies.
::Images collected from private collections, libraries and historical societies.


===Maps===
===Maps===


[http://www.pacificng.com/template.php?page=roads/ca/spc/routege.htm The South Pacific Coast Railroad ca. 1886 for Google Earth By John Hall]
:[http://www.pacificng.com/template.php?page=roads/ca/spc/routege.htm The South Pacific Coast Railroad ca. 1886 for Google Earth By John F. Hall]
 
===Trackage===
A timeline of track life, including: construction, service dates and gauge changes.
 
<div>[[File:SPC Rail Status by Segment and Year for PacificNG Nov 06 2019.pdf|150px|SPC Track Status|link=https://www.pacificng.com/wiki/images/2/23/SPC_Rail_Status_by_Segment_and_Year_for_PacificNG_Nov_06_2019.pdf]]
South Pacific Coast Track Status Timeline by John Hall.</div>


===Color Cards===
===Color Cards===


Color swatches using PMS color representing the paint layers found on the carbody.
:Color swatches using PMS color representing the paint layers found on the carbody.
 
::[[:Media:SPC-Coach-39 Body.pdf|Color Card: South Pacific Coast - Coach #39 by Andrew Brandon]]
<div style="column-count:2>[[File:SPC-Coach-39 Body.pdf|150px|link=https://www.pacificng.com/wiki/images/8/85/SPC-Coach-39_Body.pdf]]Color Card: South Pacific Coast - Coach #39 by Andrew Brandon
::[[:Media:SPC-Caboose-47 Body.pdf|Color Card: South Pacific Coast - Caboose #47 by Andrew Brandon]]
 
::[[:Media:SPC-Coach-42-ca-1904-byAndrewBrandon.pdf|Color Card: South Pacific Coast - Coach #42 circa 1904. by Andrew Brandon.]]
[[File:SPC-Caboose-47 Body.pdf|150px|link=https://www.pacificng.com/wiki/images/8/86/SPC-Caboose-47_Body.pdf]]Color Card: South Pacific Coast - Caboose #47 by Andrew Brandon</div>
::[[South Pacific Coast Railroad Paint Information]]
 
<div>[[File:SPC-Coach-42-ca-1904-byAndrewBrandon.pdf|500px|link=https://www.pacificng.com/wiki/images/2/29/SPC-Coach-42-ca-1904-byAndrewBrandon.pdf]]Color Card: South Pacific Coast - Coach #42 circa 1904. by Andrew Brandon.</div>


===Organizations===
===Organizations===


[http://www.spcrr.org/ Society for the Preservation of Carter Railroad Resources.]
:[http://www.spcrr.org/ Society for the Preservation of Carter Railroad Resources.]
Dedicated to the preservation of equipment built by the Carter Brothers and other car builders of the west coast.
::Dedicated to the preservation of equipment built by the Carter Brothers and other car builders of the west coast.


==Further Reading==
==Further Reading==


MacGregor, Bruce A., ''South Pacific Coast'', Howell-North 1868<br>
MacGregor, Bruce A., ''South Pacific Coast'', Howell-North 1968<br>
MacGregor, Bruce A., ''Narrow Gauge Portrait South Pacific Coast'', Glenwood 1975<br>
MacGregor, Bruce A., ''Narrow Gauge Portrait South Pacific Coast'', Glenwood 1975<br>
MacGregor and Truesdale, ''A Centennial South Pacific Coast'', Pruett 1982<br>
MacGregor and Truesdale, ''A Centennial South Pacific Coast'', Pruett 1982<br>
MacGregor, Bruce A., ''The Birth of California Narrow Gauge'', Stanford 2003<br>
MacGregor, Bruce A., ''The Birth of California Narrow Gauge'', Stanford 2003<br>
MacGregor, Bruce, ''The Centennial History of Newark'', Newark Days 1876<br>
MacGregor, Bruce, ''The Centennial History of Newark'', Newark Days 1976<br>
Holmes, Norman W., ''Prune Country Railroading'', Shade Tree 1985<br>
Holmes, Norman W., ''Prune Country Railroading'', Shade Tree 1985<br>
Hamman, Rick, ''California Central Coast Railways'', Pruett 1980<br>
Hamman, Rick, ''California Central Coast Railways'', Pruett 1980<br>
Shaw, Fisher, Highland, ''Oil Lamps and Iron Ponies'', Bay Books 1849<br>
Shaw, Fisher, Highland, ''Oil Lamps and Iron Ponies'', Bay Books 1949<br>
Ford, Robert S., ''Red Trains in the East Bay'', Interurban 1977<br>
Ford, Robert S., ''Red Trains in the East Bay'', Interurban 1977<br>
McCaleb, Charles S., ''Surf, Sand & Streetcars'', Interurban 1977<br>
McCaleb, Charles S., ''Surf, Sand & Streetcars'', Interurban 1977<br>
Harlan, George H., ''Ferryboats'', Howell-North 1967<br>
Harlan, George H., ''Ferryboats'', Howell-North 1967<br>
Robinson, Lisa, ''The San Lorenzo Valley Flume'', San Lorenzo Valley Museum, 2011<br>
Bruntz, George G., ''History of Los Gatos'', Valley 1971<br>
Bruntz, George G., ''History of Los Gatos'', Valley 1971<br>
Whaley, Derek R., ''Santa Cruz Trains, Railroads of the Santa Cruz Mountains'', Whaley, 2017<br>
Elliott, W. W., ''Santa Cruz County California Illustrations with Historical Sketch'', Elliott 1879<br>
Elliott, W. W., ''Santa Cruz County California Illustrations with Historical Sketch'', Elliott 1879<br>
Thompson & West, ''Historical Atlas Map of Santa Clara County'', 1876
Thompson & West, ''Historical Atlas Map of Santa Clara County'', 1876<br>
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Thompson & West, ''Historical Atlas Map of Alameda County'', 1878
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==References==
==References==
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[[Narrow_Gauge_Railroads_of_California|California]] / [[Narrow_Gauge_Railroads_of_California#Common Carrier|Common Carrier]] / [[South Pacific Coast Railroad]]<br>
[[Category:California]]
[[Category:36in Gauge Railroads]] [[Category:Baldwin Locomotives]] [[Category:Carter Brothers]] [[Category:Harlan & Hollingsworth]] [[Category:Jackson & Sharp ]] [[Category:Aggregates]] [[Category:Barley]] [[Category:Beer]] [[Category:Bitumen]] [[Category:Brick]] [[Category:Coal]] [[Category:Cordwood]] [[Category:Flour]] [[Category:Fruit]] [[Category:Hay|Hay]]  [[Category:Hides and Leather]] [[Category:Lime]] [[Category:Lumber]] [[Category:Machinery]] [[Category:Oil]]  [[Category:Paper]] [[Category:Explosives]] [[Category:Rolling Stock]] [[Category:Sugar]] [[Category:Vegetables]] [[Category:Wheat]]
[[Category:California Common Carrier Railroads]]
[[Category:36in Gauge Railroads]]

Latest revision as of 10:17, 20 April 2023

California / Common Carrier / South Pacific Coast Railroad


SPCcolorbroadside3.jpg

The 36 inch gauge South Pacific Coast Railroad was incorporated on March 20, 1876.[1] It operated until May 21, 1887 when it and it's various leased lines were consolidated into the South Pacific Coast Railway.[2] The SPCRwy stock was sold and transferred to Leland Stanford, Charles Crocker and Collis Huntington on August 1, 1887[3] . These gentlemen then leased the SPCRwy to the Southern Pacific Railroad Company. The information on this page is for the independent 1876-1887 South Pacific Coast Railroad.

History

By John F. Hall

After the San Francisco & San Jose Railroad was completed in 1864[4] the citizens of San Jose and Santa Clara began to complain about the railroad's monopolistic freight rates. They talked about building a competing railroad between San Jose and Alviso connecting with steamers to San Francisco.[5] Numerous attempts at building such a railroad were discussed. Then in October 1875 the Santa Clara Valley Railroad was incorporated to operate between Dumbarton Point and Santa Cruz, via Santa Clara and San Jose, with branches to Saratoga and New Almaden.[6] Grading was started and a 3 foot narrow gauge locomotive and rolling stock were ordered. Not all the property owners along the right of way were willing to sell their property without a fight.[7] Lawsuits were filed and injunctions were requested against building bridges across some of the sloughs.[8] Winter rains hit hard and the newly graded roadbed began to dissolve. A massive slide on the Santa Cruz & Felton railroad stopped the shipment of ties for the SCV.[9] None of these incidents would have been fatal if the cash had held out. But an attempt to mortgage the railroad and issue bonds failed.

In February 1876 as bankruptcy was imminent Alfred E. Davis became the Treasurer of the SCV and personally paid the outstanding bills acquiring most of the assets of the SCV.[10][11] On March 20, 1876 The South Pacific Coast Railroad was incorporated[1] with A. E. Davis, as President, holding 99.4% of the 1,000 shares of subscribed stock. Nine thousand shares remained unsold.[12] Fellow directors, each holding the minimum one share required by corporation law, were: Edward Barron a capitalist and President of the Consolidated Virginia Mines who had known A. E. Davis since the 1850's when both were butchers in San Francisco; Seth Cook, a capitalist with a mining background; Joseph Clark, an attorney who became the Vice President of the railroad; George W. Kidd, a Stockton banker who participated as a one share director in numerous incorporations; J. Barr Robertson, a Director of the Newark Land Company and the Director of the Californian Land Investment Co. of London; and Cary Peebles, a farmer. Robertson and Peebles were both directors and long time advocates of the SCVRR and its predecessors.

The South Pacific Coast Railroad Companies 1886.pdf

The SPC was incorporated to build a railroad between Dumbarton Point and Santa Cruz with branches to Saratoga and New Almaden. As it turned out the Dumbarton Point terminus was probably a ruse to keep the Southern Pacific Railroad in the dark about the SPC's real ambition. In May 1877 the Bay & Coast Railroad was incorporated by A. E. Davis to operate between Alameda Point and Newark; creating on paper a complete railroad between Alameda and Santa Cruz.[13] However, the SPC never made it to Santa Cruz. It reached as far as Big Trees where it connected to the Santa Cruz & Felton Railroad, incorporated in November 1874.[14] The SC&F was acquired by A. E. Davis through the auction purchase of stock that had delinquent payment of assessments. He also purchased additional stock from current holders.[15] Many of the original stockholders of the SC&F had become disillusioned with the company because of poor dividends and numerous assessments to pay for the repairs of landslides and washouts incurred during the railroad's first years. The threat of the SPC running a parallel railroad down the eastern side of the San Lorenzo River canyon depressed the stock even further.[16]

With A. E. Davis holding the controlling interest in the Santa Cruz & Felton Railroad[17] it became a leased line of the SPC. The other leased lines were: Bay & Coast Railroad, Oakland Township Railroad, San Francisco & Colorado River Railroad, Felton & Pescadero Railroad, and the Almaden Branch Railroad. Except for the Almaden Branch Railroad they were all individually incorporated with A. E. Davis initially holding the controlling interest.

During construction of the SPC up the Los Gatos Creek Canyon it became clear that the cost to build the railroad through the Santa Cruz mountains was going to significantly exceed the estimates. A. E. Davis needed cash. He obtained the interest of two business acquaintances, James C. Flood and James G. Fair who were both flush with cash from earnings in the Consolidated Virginia Mines. A. E. Davis increased his holdings in the SPC and then sold Flood and Fair equal amounts. Flood and Fair each held a three eights interest in the SPC (3,750 shares) with Davis holding a one fourth interest (2,500 shares).[18] No one man was in control of the SPC. However Davis had the advantage as he held the controlling interest in the SC&F and the B&C.[19][20] The possibility of Fair and Flood combining their shares to take control was remote as they disliked each other.

Construction proceeded and the South Pacific Coast Railroad and its leased lines were opened to service May 15, 1880 between San Francisco, via ferry to Alameda Point, and Santa Cruz[21] A total of ten tunnels were dug between Los Gatos and Santa Cruz. Eight were dug by the South Pacific Coast contractors and two by Santa Cruz and Felton Railroad contractors. In 1880, when the SPCRR opened between Los Gatos and Santa Cruz, eight tunnels were in use. Of the other two, one collapsed shortly after construction and the other was abandoned after a new lower, straighter, and larger tunnel was dug.

Powered by mostly 3 foot gauge Baldwin locomotives with freight and passenger cars from Carter Bros., Jackson and Sharp, and others, the 80.6 mile railroad served its area well moving people and freight including: forest products; lime; paper; sugar; bricks; oil; beer; gravel; hay; vegetables; bitumen; and explosives. Branch lines were constructed to Centerville, Boulder Creek, New Almaden, and Oakland with a number of short spurs serving various industries.

South Pacific Coast Railroad Superintendents
Thomas Carter Apr 1876[22] - Aug 1880[23] Construction Superintendent[22] and General Contractor[24]
Frank W. Bowen Aug 1880[23] - Sep 1881[25] Resigned to become Vice-President of the Excelsior Powder Co.[26]
Albert. H. Fracker Sep 1881[25] - Oct 1883[27] Asked to Resign[28]
George Revett Oct 1883[27] - Jan 1884[29] Resigned after argument with A. E. Davis[28]
Alfred E. Davis Jan 1884[29] - Mar 1884[30] Filled in until Luther Fillmore arrived.[31]
Luther Fillmore Mar 1884[30] - Jun 1887 Continued as the Superintendent of the SPCRwy

On March 15, 1884 a new Alameda ferry terminal was opened 2.5 miles out into San Francisco Bay shortening the travel time by 15 minutes.[32] This 2.5 mile extension was all that was built of the San Francisco & Colorado River Railroad. The SF&CR was the fourth attempt to extend the SPC out of Oakland and over the East Bay Range to the Central Valley and beyond.

In the fall of 1885 the SPC was attempting to obtain a franchise from the City of Oakland allowing the use of steam power on Telegraph Avenue which would then allow the SF&CR to tunnel the East Bay Hills and continue East.[33] James Fair, having just personally purchased the Oakland Railroad, a horse powered street car line along Telegraph Avenue,[34] was extremely frustrated with the progress of the franchise and decided to take control of the SPC. A two month long negotiation with James Flood resulted in James Fair becoming the controlling stockholder of the SPC in December 1885 [35]. He became President of the railroad relegating Alfred Davis to Vice President and General Manager and modifying the executive staff. George H. Waggoner, A. E. Davis' nephew-in-law, was replaced with both Charles S. Neal, James Fair's stockbroker and secretary, and Varney S. Gaskill, the son of politically powerful Rollin C. Gaskill, an Oakland based Wells Fargo & Company executive.[36] The Board of Directors was changed to: James G. Fair, President; Alfred E. Davis, Vice President and General Manager; Charles S. Neal, Secretary; L. B. Bentley, the General Manager of the James Fair owned Pacific Rolling Mills; Squire V. Mooney, Manager of John A. Roebling Son's Co; James L. Flood, son of James C. Flood; and Seth Cook.[37] However, after over a year of franchise negotiations with the City of Oakland, steam power was only extended to Fourteenth and Franklin streets in downtown Oakland.

As the frustrations continued James Fair began negotiations with the officials of the Southern Pacific Company for a possible purchase of the South Pacific Coast Railroad and its leased lines.[38] The SP wanted to remove the competition which was by now carrying significant traffic. C. P. Huntington was willing to pay $1,500,000 in SP stock but J. G. Fair wanted $4,000,000 in cash.[39] Had the SF&CR been able to penetrate the East Bay Hills a ready buyer was standing by. The Atlantic and Pacific Railroad, a subsidiary of the Atchison, Topeka and Santa Fe Railroad, wanted a railroad and ferry terminal near Oakland.[40] But the SPC could not get the franchise from the city of Oakland to build east.

In November 1886 the newspapers announced that the SPC was sold to the SP for $6,000,000 but the transfer was not complete.[41] An inventory of the SPC assets would need to be completed and the papers drawn up. Prior to the transfer, the South Pacific Coast Railroad and its leased lines were all combined into one corporation, the South Pacific Coast Railway.[17] Then in June 1887, when the transfer was expected to be completed, a dispute arose over the details of the mortgage.[42]

The purchase of the SPC was to be paid for with 50 year bonds at 4% interest per annum secured by a mortgage of all the assets of the railroad. The mortgage would be paid off out of the future earnings of the South Pacific Coast Railway. In other words, Leland Stanford, C. P. Huntington, and Charles Crocker would pay nothing for the stock of the SPCRwy and then lease the railroad to the Southern Pacific Railroad who would pay off the mortgage and interest to the broker, The Farmers' Loan and Trust Company. To make it even sweeter Stanford, Huntington, and Crocker received a total of $500,000 worth of bonds leaving $5,500,000 in bonds for James Fair and the other stockholders of the SPCRwy.[41] The largest original stockholders of the SPCRwy were: James G. Fair (74.7%); Charles S. Neal (16.7%); and Alfred E. Davis (8.2%).[17] James Fair himself would also receive $2,000,000 in cash for his personally owned Oakland Street railroads.[43]

However, C. P. Huntington did not initially agree to language in the mortgage. Huntington's idea was that when the SP obtained the SPCRwy the Alameda Ferry Terminal would be abandoned and all ferry service would be through the SP's Oakland Mole. James Fair and fellow stockholders felt that this would depress the value of the Bonds and make it difficult to sell them at a future date. To prevent this the mortgage included a clause stating that the SP agreed to maintain all SPCRwy service including ferries at the same level as at the time of execution of the mortgage. If it was not maintained for the full 50 years the principal sum of the bonds would become immediately due and payable.[43]

Finally Huntington capitulated and the South Pacific Coast Railway was transferred to Leland Stanford, C. P. Huntington, and Charles Crocker July 31, 1887.[44] The irony of all this was that James Fair was unable to sell his SPCRwy bonds during his lifetime and instead used them as collateral for various loans.[45] But, narrow gauge enthusiasts have Mr. Fair to thank for the long life of the narrow gauge South Pacific Coast. Had Huntington prevailed the Alameda ferry system would certainly have been abandoned and the remainder of the system either quickly standard gauged or abandoned. Instead there was almost 20 additional years of narrow gauge railroading on the South Pacific Coast Railway.

Portions of the original alignment are still in use today. The Union Pacific operates the sections of track from San Leandro to San Jose and San Jose to Vasona Junction near Campbell. The Santa Cruz, Big Trees & Pacific Railway operates the segment of the line from Felton to Santa Cruz.

Reference Material Available Online

Leased Lines

Railroads leased to and operated by the South Pacific Coast Railroad.
Almaden Branch Railroad
Bay & Coast Railroad
Felton & Pescadero Railroad
Oakland Township Railroad
San Francisco & Colorado River Railroad
Santa Cruz & Felton Railroad

Rosters

South Pacific Coast Railroad Locomotive Roster compiled by John F. Hall
South Pacific Coast Railroad Passenger Car Roster
South Pacific Coast Railroad Freight Car Roster
South Pacific Coast Railroad Ferryboat Roster compiled by John F. Hall
Tunnels of the South Pacific Coast Railroad 1878-1887 compiled by John F. Hall

Trackage

South Pacific Coast Track Status Timeline by John F. Hall.
A timeline of track life, including: construction, service dates and gauge changes.

Timetables

South Pacific Coast Timetable No. 30, March 1886

Photographs

South Pacific Coast Railroad Photographs
Images collected from private collections, libraries and historical societies.

Maps

The South Pacific Coast Railroad ca. 1886 for Google Earth By John F. Hall

Color Cards

Color swatches using PMS color representing the paint layers found on the carbody.
Color Card: South Pacific Coast - Coach #39 by Andrew Brandon
Color Card: South Pacific Coast - Caboose #47 by Andrew Brandon
Color Card: South Pacific Coast - Coach #42 circa 1904. by Andrew Brandon.
South Pacific Coast Railroad Paint Information

Organizations

Society for the Preservation of Carter Railroad Resources.
Dedicated to the preservation of equipment built by the Carter Brothers and other car builders of the west coast.

Further Reading

MacGregor, Bruce A., South Pacific Coast, Howell-North 1968
MacGregor, Bruce A., Narrow Gauge Portrait South Pacific Coast, Glenwood 1975
MacGregor and Truesdale, A Centennial South Pacific Coast, Pruett 1982
MacGregor, Bruce A., The Birth of California Narrow Gauge, Stanford 2003
MacGregor, Bruce, The Centennial History of Newark, Newark Days 1976
Holmes, Norman W., Prune Country Railroading, Shade Tree 1985
Hamman, Rick, California Central Coast Railways, Pruett 1980
Shaw, Fisher, Highland, Oil Lamps and Iron Ponies, Bay Books 1949
Ford, Robert S., Red Trains in the East Bay, Interurban 1977
McCaleb, Charles S., Surf, Sand & Streetcars, Interurban 1977
Harlan, George H., Ferryboats, Howell-North 1967
Robinson, Lisa, The San Lorenzo Valley Flume, San Lorenzo Valley Museum, 2011
Bruntz, George G., History of Los Gatos, Valley 1971
Whaley, Derek R., Santa Cruz Trains, Railroads of the Santa Cruz Mountains, Whaley, 2017
Elliott, W. W., Santa Cruz County California Illustrations with Historical Sketch, Elliott 1879
Thompson & West, Historical Atlas Map of Santa Clara County, 1876
Thompson & West, Historical Atlas Map of Alameda County, 1878

References

  1. ↑ 1.0 1.1 Proffatt, John; The Law of Private Corporations, 1876, pages 208-210
  2. ↑ Daily Alta California, May 26, 1887, page 6
  3. ↑ Daily Alta California, August 2, 1887, page 2
  4. ↑ Sacramento Daily Union January 20, 1864, page 4
  5. ↑ Sacramento Daily Union February 18, 1865, page 2
  6. ↑ Sacramento Daily Record-Union October 7, 1875, page 3
  7. ↑ Daily Alta California December, 4 1875, page 1
  8. ↑ Daily Alta California December 23, 1875, page 1
  9. ↑ [Santa Cruz Sentinel November 20, 1875, page 3]
  10. ↑ [San Jose Daily Mercury February 13, 1876, page 3]
  11. ↑ Letter to J. M. Walker from J. Barr Robertson March 6, 1876 (Bancroft Library)
  12. ↑ Report of the Board of Commissioners of Transportation to the Legislature of the State of California, December 1877, Appendix No. 1, page 210
  13. ↑ Sacramento Daily Record-Union May 3, 1877, page 3
  14. ↑ San Jose Daily Mercury November 11, 1874, page 3
  15. ↑ [Santa Cruz Sentinel June 7, 1879, page 3]
  16. ↑ [Santa Cruz Sentinel March 22, 1879, page 3]
  17. ↑ 17.0 17.1 17.2 Daily Alta California May 25, 1887, page 2
  18. ↑ San Francisco Chronicle December 22, 1885, page 5
  19. ↑ Oakland Daily Evening Tribune December 22, 1885, page 3
  20. ↑ Oakland Daily Evening Tribune August 17, 1877, page 3
  21. ↑ Daily Alta California May 15, 1880, page 1
  22. ↑ 22.0 22.1 Oakland Daily Evening Tribune April 29, 1876, page 3
  23. ↑ 23.0 23.1 Oakland Daily Evening Tribune August 19, 1880, page 3
  24. ↑ Oakland Evening Tribune April 29, 1876, page 3
  25. ↑ 25.0 25.1 Santa Cruz Sentinel August 13, 1881, page 3
  26. ↑ Santa Cruz Sentinel September 3, 1881, page3
  27. ↑ 27.0 27.1 Oakland Daily Evening Tribune September 7, 1883, page 3
  28. ↑ 28.0 28.1 San Francisco Chronicle January 24, 1884, page 3
  29. ↑ 29.0 29.1 San Francisco Chronicle January 23, 1884, page 2
  30. ↑ 30.0 30.1 Daily Alta California February 28, 1884, page 4
  31. ↑ Oakland Daily Tribune February 18, 1884, page 2
  32. ↑ Daily Alta California March 15, 1884, page 1
  33. ↑ Oakland Daily Evening Tribune November 11, 1885, page 3
  34. ↑ Daily Alta California August 20, 1885, page 4
  35. ↑ Daily Alta California December 22, 1885, page 2
  36. ↑ Oakland Daily Evening Tribune January 2, 1886, page 1
  37. ↑ Manual of the Railroad of the United States for 1886, by Henry V. Poor, page 332 and 928
  38. ↑ San Francisco Chronicle September 26, 1886, page 5
  39. ↑ Santa Cruz Daily Surf October 18, 1886, page 3
  40. ↑ San Francisco Chronicle November 9, 1885, page 2
  41. ↑ 41.0 41.1 Daily Alta California November 25, 1886, page 1
  42. ↑ Alameda Semi-Weekly Argus June 18, 1887, page 2
  43. ↑ 43.0 43.1 Oakland Daily Evening Tribune July 14, 1887, page 3
  44. ↑ Daily Alta California July 31, 1887, page 1
  45. ↑ Los Angeles Herald June 12, 1895, page 2


California / Common Carrier / South Pacific Coast Railroad

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