Difference between revisions of "South Pacific Coast Railroad"
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The South Pacific Coast Railroad was incorporated on March 20 1876.<ref> | The South Pacific Coast Railroad was incorporated on March 20 1876.<ref>Proffatt, John; <i>The Law of Private Corporations</i>, 1876, pages 208-210 </ref> It operated until May 21, 1887<ref>''Daily Alta California'', May 26, 1887, page 6</ref> when it and it's various leased lines were consolidated into the [[South Pacific Coast Railway]]. The SPCRwy stock was sold and transferred to the 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 1876-1887 South Pacific Coast Railroad. | ||
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[[File:Route of the SPC 1886.pdf|300px|thumb|right|Route of the SPCRR]] | [[File:Route of the SPC 1886.pdf|300px|thumb|right|Route of the SPCRR]] | ||
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A trip on the three foot narrow 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> | A trip on the three foot narrow 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. | ||
From Alameda the railroad went down 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. | From Alameda the railroad went down 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. | ||
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====South Pacific Coast Railroad Company==== | ====South Pacific Coast Railroad Company==== | ||
Newark to Big Trees | Newark to Big Trees | ||
The South Pacific Coast Railroad was built upon the bones of the bankrupt Santa Clara Valley Railroad. The SCVRR 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 the farmers with the help of outside capitalists to bypass the south bay landings and build a narrow gauge railroad between 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 and continued through the fall and winter. As construction was started so did the law suits from local property owners. The suits stymied the purchase of land and impacted the finances of the company. 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> In short the railroad was bankrupt. | |||
In steps some mysterious capitalists. Alfred E. Davis had recently completed a three year contract for supplying and managing a fleet of wagons 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 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> He sold the stock at a sharp increase in value.<ref>''The Daily Appeal'' January 14, 1875, page 3</ref><ref>''California’s Representative Men'', 1881, page 219</ref> Back home in San Francisco A. E. Davis was wealthier and looking for a new venture to invest in. | |||
====Bay & Coast Railroad Company==== | ====Bay & Coast Railroad Company==== | ||
Revision as of 16:45, 18 June 2020
This page under construction
The South Pacific Coast Railroad was incorporated on March 20 1876.[1] It operated until May 21, 1887[2] when it and it's various leased lines were consolidated into the South Pacific Coast Railway. The SPCRwy stock was sold and transferred to the 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 1876-1887 South Pacific Coast Railroad.
Brief Description
A trip on the three foot narrow 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.[4] Freight continued to be handled at the Alameda Point freight ferry slip.
From Alameda the railroad went down 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.
Corporate History
South Pacific Coast Railroad Company
Newark to Big Trees
The South Pacific Coast Railroad was built upon the bones of the bankrupt Santa Clara Valley Railroad. The SCVRR 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.[5] The SCVRR was organized by the farmers with the help of outside capitalists to bypass the south bay landings and build a narrow gauge railroad between Dumbarton Point, on the east side of San Francisco Bay, and Santa Cruz via San Jose.[6] The initial construction between Dumbarton Point and Santa Clara began and continued through the fall and winter. As construction was started so did the law suits from local property owners. The suits stymied the purchase of land and impacted the finances of the company. 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.[7] The rains also washed out the newly graded roadbed of the SCVRR. The Baldwin Locomotive that was ordered had arrived and payment was due.[8] In short the railroad was bankrupt.
In steps some mysterious capitalists. Alfred E. Davis had recently completed a three year contract for supplying and managing a fleet of wagons to haul charcoal and ore for the mines of Eureka, Nevada.[9][10] The completion of the Ruby Hill Railroad had made his freighting business obsolete. Just a year earlier he sold his stock in the Ophir mine in Virginia City. He was one of the original stockholders in 1862. [11] He sold the stock at a sharp increase in value.[12][13] Back home in San Francisco A. E. Davis was wealthier and looking for a new venture to invest in.
Bay & Coast Railroad Company
Alameda to Newark
Oakland Township Railroad Company
Alameda to Oakland
Santa Cruz & Felton Railroad Company
Santa Cruz to Felton
San Francisco & Colorado River Railroad
Alameda to Alameda
Alameda & San Joaquin Valley Railroad Company
survey only
Felton & Pescadero Railroad Company
Felton to Boulder Creek
Almaden Branch Railroad Company
Campbell's to New Almaden Station
Consolidation to the South Pacific Coast Railway Company
The Transfer to the Southern Pacific Railroad Company
Stations and Line Side Industry
San Francisco Ferry Building
Alameda Ferry Terminal
Alameda Point
Operation
Passenger
Commuter Service $.015 1880 with inflation $3.77 2020 BART from Lake Merritt $3.70 MacCarther $3.95
Through train Parlor Car service an additional $0.50
Freight
The Tunnels
Locomotives
Rolling Stock
Ferryboats
Newark
Bay City
Garden City
Encinal
Ordered by the South Pacific Coast Railroad and delivered to the South Pacific Coast Railway
- ↑ Proffatt, John; The Law of Private Corporations, 1876, pages 208-210
- ↑ Daily Alta California, May 26, 1887, page 6
- ↑ Daily Alta California, August 2, 1887, page 1
- ↑ Oakland Daily Evening Tribune March 15, 1884, page 5
- ↑ San Jose Daily Mercury September 16, 1874, page 3
- ↑ San Jose Daily Mercury October 5, 1875, page 3
- ↑ Oakland Daily Evening Tribune December 4, 1875, page 3
- ↑ San Jose Daily Mercury January 23, 1876, page 4
- ↑ Eureka Daily Sentinel July 25, 1875, page 3
- ↑ Sacramento Daily Union June 19, 1872, page 3
- ↑ Sacramento Daily Union December 18, 1862, page 2
- ↑ The Daily Appeal January 14, 1875, page 3
- ↑ California’s Representative Men, 1881, page 219