The to depart for Calexico, we decided to way train, we found that it was already Mail Bag inspect the train. To our surprise, the crowded. Passengers were forced to sit last car on the train was a prison car. three abreast on the walkover seats and I looked it up in Southern Pacific Pas- many were forced to stand in the aisles. senger Cars Vol. 1 and see it was termed Because of the crowding, the conduc- more correctly a “Deportation car.” tor had difficulty passing through the These cars were 60 foot standard Har- cars to check and collect the tickets, riman coaches with openable windows which he did after each of the five secured by wire mesh and horizontal station stops and thirteen flag stops, steel bars. Randomly numbered SP calling out each time “boletos, boletos.” 2504, 2516, 2700, 2707 and 2713, these The passengers grumbled about having five cars were used by the U.S. Immi- to show their tickets so many times. gration and Naturalization Service A young boy picked up on this unrest mainly to return illegal aliens to south and added to it by going through the Imperial Valley of the border, but also, in rare instances, cars himself shouting “boletos” making were used to transport Chinese citizens everybody angry. In the summer of 1953, I and Alan “in board” immigrating to Mexico and At each of the regular station stops J. Parcells, a good friend and my last Cuba via Los Angeles. All were retired there were food and drink vendors college roommate at U.C. Berkeley, in 1958. shouting about their wares. Although decided that we should look into what Where and when this car was crowded, the trip went smoothly and was going on at the Inter-California added to the train that night, and how on time! However the upholstery on Railway in Baja California. So one the incarcerated aliens were handled at the seats was either missing or in poor midnight we boarded SP train No. 40, the international border were not avail- condition. The paint on the car ceilings the Imperial, at Alhambra for the rela- able to us. After an uneventful trip to hung down in long strips. I don’t recall tively short trip to Niland. Calexico on No. 348 we only had time that the overhead fans worked either. I SP train No. 348, the Calexico for a quick breakfast before walking was embarrassed that SP might have Branch local, was waiting for us when across the border into Mexicali to pur- had anything to do with the furnishing we detrained from No. 40 at Niland. chase our tickets to Algodones. of this equipment. As there was some time before it was When we boarded the I-C Rail- –Continued on page 47

Scott Inman supplied this interesting map dated May 29, 1909. Though deteriorated with age it shows the area between Pilot Knob, California, and Yuma with the line in black the original loca- tion of the Yuma Main. The “K” Line in red was a proposed reloca- tion of this line. The “A” Line in red was the location of the Inter- California line between the international border at Algodones and Araz Jct. more or less as it was eventually completed. What appears to be the east leg of a wye is inked in red in sectors 23 and 26. In faded yellow is a line from this point, which may have been Hanlon’s Jct., towards the border. An “X” Line is crudely drawn in black between the old mainline in sector 19 and the international crossing. Whether this line was built or not is open to speculation.

S•P TRAINLINE SUMMER 2012 5 The Big Game Specials By John R. Signor or those that do not know, the muter line. Stanford Stadium, opened held November 21st. More than 73,000 Big Game is an American col- its gates on November 19, 1921, and people attended the game, about 25,000 lege football rivalry game played the first game was against California, making the trip between San Francisco Fby the California Golden Bears foot- who defeated Stanford 42 to 7. Since and the stadium by train. A total of 25 ball team of the University of Cali- that time, the Big Game has been held special trains were needed including fornia, Berkeley, and the Stanford there each year. Seating capacity was three from Oakland Pier, in addition Cardinal football team of Stanford originally 60,000, which was increased to the regular service on the peninsula. University. It is typically played in late in 1925 and again in 1927 to its maxi- The first special was ready at Third and November or early December. The first mum capacity of 85,500. Townsend Station at 8:00 a.m. the Big Game was held on March 19, 1892, Because of the enormous popu- morning of the game and from that in San Francisco. larity of the game, Southern Pacific time on the trains left the station as In 1906, citing concerns about the took advantage of the situation and soon as loaded. As the trains were violence in the game, both schools for many years ran special trains to unloaded at Stadium Station they were dropped football in favor of rugby, Stadium Station for the event. It is moved to Mayfield, turned on the wye which was played for the Big Games of unclear when this special service began, and backed out the Los Gatos Branch 1906 through 1914. The game was sus- but brief mention is made in the SP to await the return trip. After the game pended when World War I intervened Bulletin of the special service provided was over (Stanford defeated California and was resumed in 1919, but with a in conjunction with the first Big Game 41 to 6) the trains departed for San return to football. played at the new Stanford Stadium in Francisco or Oakland as soon as loaded. For many years, the Big Game 1921. Over 57,000 were in attendance Careful plans were made by the traffic has been played at Stanford University, that year. and operating departments for handling near Palo Alto on SP’s peninsula com- An article in the December 1926 SP the large crowds. More than 250 coaches Bulletin goes into greater detail regard- were assembled at San Francisco and Below: Big Game Specials ready for depar- ing how the Big Game specials were Oakland from all points on the Pacific ture at Third and Townsend Station, San operated. That year, the Big Game was Lines and some cars were rented from Francisco, on Saturday, November 21, 1926. –SP photo, John R. Signor collection

6 S•P TRAINLINE SUMMER 2012 Crowds detrain at Stanford Stadium Station near Palo Alto for the Big Game of 1929. Over 39,500 people took advantage of Southern Pacific’s service to attend the event. –From the December 1929 SP Bulletin other carriers. Many extra ticket booths service between the two cities. were placed inside and outside the sta- By November 23, 1929, The SP tion. The annual Big Game was also a Bulletin was reporting that the num- homecoming event for the alumni of bers had increased substantially for the the universities and hundreds of passen- Big Game. Over the 31-mile stretch of An ad for the 1928 football season. Not gers came in over Southern Pacific lines Coast Division between San Francisco only did SP cater to the Big Game, but from all parts of the state. For instance, and Stadium Station, 27 special train other events throughout its operating terri- nine extra trains made the round trip of 12 cars each were dispatched on the tory as well. –Courtesy Steve Peery between Los Angeles and San Fran- outbound movement and 23 required on cisco in addition to the regular train the return handling a combined move-

S•P TRAINLINE SUMMER 2012 7 The shadows are growing long, as SP train No. 118 departs Palo Alto about 4:10 p.m., on Saturday, November 23, 1957. It is the day of the annual Big Game at Stanford Stadium and No. 118 is creeping down the center siding in order to maneuver through the fleet of Big Game Specials gathering to return the football fans to San Francisco and the East Bay. –C.G. Heimerdinger

After No. 118 has passed, things began to happen. At least four Big Game specials are in view in this remarkable photo taken looking east from the east end of the center siding at Palo Alto. The game is just about over (California lost to Stanford, 12 to 14) and the trains are positioned to back down to Stadium Station to load. The train at the left is an Oakland Rooter’s Special with ALCo PAs sitting on a side track adjacent the westward main line. Double-headed Extra 4806 West on the westward main line has shoved back through the crossovers at the east end of the Palo Alto center siding fouling the eastward main line preparing to back down to load. In the distance appear the headlights of at least two other Big Game Specials. Once loaded, the train with the ALCo PAs will return to Oakland Pier via the east leg of the wye at Redwood Jct. and the Dumbarton Bridge. The other trains will return to San Francisco non-stop. –C.G. Heimerdinger

8 S•P TRAINLINE SUMMER 2012 ment of 39,500 passengers. Six special trains operated from Oakland Pier car- rying 4,860 passengers. To ensure hav- ing sufficient equipment on hand for this game, a total of 374 coaches were assembled at San Francisco and Oak- land. This, in addition to all the extra trains operated between Los Angeles and San Francisco and elsewhere on the system. A 17-foot wide subway was built at Stadium Station to allow pas- sengers for Oakland and San Francisco to arrive and depart simultaneously. As information, during the 1929 Big Game, California lost to Stanford 6 to 21. During the middle of the Depres- sion, attendance at Big Game remained strong and November 23, 1935, SP transported more than 15,000 people to the game in 43 special trains between Oakland Pier, San Francisco and San Jose and Stadium Station. The six Its close to 5:30 p.m. now, and in the gathering twilight the last Big Game Special, con- trains that operated from Oakland over sisting of a pair of Trainmasters and a long string of gallery cars, crosses over onto the the Dumbarton Bridge carried 3,332 westward main line and departs for San Francisco as train No. 122 creeps down the passengers. At one point 16 trains were center siding waiting for the Special to clear. –C.G. Heimerdinger parked on the Los Gatos Branch ready for the return trip. (Stanford defeated Station, Palo Alto, and Redwood Junc- the double track between 7:00 a.m. California 13-0) The greatest concen- tion where a total of 99 regular and and 7:00 p.m. During the 24 hours tration of traffic was between Stadium extra train movements occurred on beginning 12:01 a.m. November 23rd there were 175 train movements on the Coast Division between San Francisco Berkeley and San Jose, of which 125 occurred between 9:00 a.m. and 9:00 p.m. This Oakland Pier San Francisco

Elmhurst

k war to Ne to San Redwood Jct. Fr Niles Jct. ancisc o Newark

Center Siding Redwood Jct. Palo Alto Palo Alto Depot California Ave.

to San Jose Stanford Stadium San Jose California Ave.

s o t a G s o Vasona Jct. L o t Los Gatos

S•P TRAINLINE SUMMER 2012 9 Southern Pacific ad from the early 1950s. With fast, inexpensive service avoiding the hassles of driving, why would anyone want to travel to the Big Game any other way? –Courtesy Steve Peery required the services of 580 trainmen, enginemen, yardmen, railroad police officers, towermen, crossing watchmen Order for Transportation “Pink Wire” covering operations in connection with the Big Game of 1967. That year, there was no East Bay train, and only one 17-car Big Game Special, operated non-stop and other employes. between San Francisco and Palo Alto with 17 gallery cars. Rather than run additional specials, SP The Big Games have been played chose to add cars to train Nos. 116, 120, 140, 166 and 173, and make arrangements for them to make a every year since, except from 1943 to special stop at Stadium Station for the day. –Courtesy Western Railway Museum 1945, when Stanford shut down its football program due to World War II. Alto via Niles, Warm Springs and San for the call to move and load. More In the post-war era, though the Jose thence to Palo Alto. After the than a decade later, in November 1967, Big Game was as popular as ever, game the train was in position to return the service was much the same. A it was becoming evident that greater to Oakland via the east leg of the wye single Rooter’s Special, consisting of numbers of football fans were choosing at Redwood Jct. and the Dumbarton two units and 17 gallery cars, was oper- transportation options to reach Stan- Bridge. The specials originating at San ated from San Francisco and additional ford Stadium other than SP’s football Francisco were operated non-stop to cars added to regular trains Nos. 116, specials. In November 1953 SP handled Palo Alto then, after unloading, con- 166, 143, 120 and 173, all of which made an estimated crowd of 10,000 football tinued south to San Jose. Turning the special stops at Stadium Station. fans with a fleet of eight 16-car special trains was accomplished by moving There the trail goes cold. Presum- trains operating non stop from San them out the Los Gatos Branch to ably an operation similar to this con- Francisco to Palo Alto and one from Vasona Jct. where they took the west tinued through to the end of Southern Berkeley. That year the game ended in of the wye thence back to California Pacific-operated commute service on a tie: 21 to 21. Ave. on the peninsula commute line. Peninsula and may continue to this day By this time, Rooter’s Specials Here they were parked, on behind the under Caltrain. from the East Bay operated to Palo other, clear of the double track, ready

10 S•P TRAINLINE SUMMER 2012 Freshly-shopped A-6 Atlantic 3001 heads No. 54, the Sacramento Daylight, departing its name sake city in the summer of 1946. The perfectly-matched six-car consist includes coach-baggage combine SP 3176 that handled baggage and riders going to Tracy, followed by a coffee shop car (SP 10400-01 built by Pullman Standard in 1938 for Daylight service) and four chair cars, two of which are articulat- ed. Missing is the parlor observation car bringing up the rear. These were discontinued August 4th, barely two months after the train was placed in service. –Southern Pacific photo, John R. Signor collection. The Sacramento Daylight By Paul Chandler y mother’s family lived in of a total Southern Pacific re-invention lined Daylight service on the Coast the Visalia, California, area, of all of its operations and a remake of Line following their inauguration in most in the foothill farming their corporate image. A treaty with 1937 highlighted the need for more Mtowns to the east of Exeter, Strath- Japan had been signed ten months train sets. These were ordered imme- more, Lindsay and Porterville. We before and we had gotten most of diately and put into service in 1941. went down there to visit at least three “the boys back by Christmas.” This or four times a year on either the Sacra- was a period of great prosperity in mento/San Joaquin Daylight or the San the United States, and particularly in Francisco Chief. I rode the Sacramento California, where most of the GIs that Daylight many times. I might have survived the massacre got off the boat. even been on the inaugural run of No. The whole country was optimistic, the 54 out of Stockton. It would of been economy was robust and the ESPEE only 12 days before my third birthday, was on the move. so it’s difficult to remember. But in any SP had been planning big changes event, SP’s Sacramento Daylight has in passenger operations at least since always held a special place in my heart. 1943, to be implemented when the war Sacramento Daylight service start- was finally brought to a close. The The author at age five demonstrating an ed in June 1946. This was only a part overwhelming success of the stream- early form of piggyback service.

S•P TRAINLINE SUMMER 2012 11 Within a year of its inauguration, the mail and express business had increased substantially on Nos. 53 and 54, as evidence by this view of A-6 Atlantic 3000 on train No. 53 at Lathrop on August 11, 1947. –Guy Dunscomb

The shadows are long as train No. 53 steams across the San Joaquin River lift bridge, at milepost 78.3 on the line between Tracy and Lathrop, in the winter of 1953-54. The train was scheduled to arrive at Lathrop 17 minutes ahead of No. 51, San Joaquin Daylight, from Fresno. –Robert M. Hanft photo, Western Railway Museum Collection

12 S•P TRAINLINE SUMMER 2012 The original 1937 equipment was then reassigned to the San Joaquin Flyer that was re-named the San Joaquin Daylight, which began service on July 4, 1941. Passengers from Sacramento, Lodi or Stockton had to take train Nos. 261 and 262 to and from Modesto in order to take advantage of the new San Joaquin Daylight. But on June 2, 1946, this connection received a significant upgrade—the new Sacramento Daylight service, Nos. 53 and 54, complete with a through car connection with match- ing equipment at Lathrop with Nos. 51 and 52 that was coupled onto the San Joaquin Daylight. The inaugural run of train No. 54, on June 2, 1946, was handled by day- light-painted 4363 on the point of the six-car consist. Why a 4300? Maybe the paint wasn’t dry on the 3000 and the 3001, the two A-6 Atlantics, which were already handling train Nos. 261 and 262 the Sacramento-Modesto shuttles. This may have been why they were assigned to this new service. Just before the inaugural run of the Sacramento Daylight on June 2, 1946, a ceremony was held at the Sacramento depot in which Gwen Frediani of the Sacramento Chamber of Commerce christened the new pocket streamliner in the presence of M.L. Jennings, superintendent of the Sacramento Division (at center, right) F.E. Watson, General Passenger Agent central district and other officials. Shortly No. 54, with Daylight- painted MT-4 4363 was rolling into Lodi California, below, on the first run. The six-car consist included a parlor observation car (SP 2950-2951 built by Pullman Standard in 1937 for Daylight service). The Sacramento Daylight was an integral part of the entire San Joaquin Daylight operation as evidenced by the trip guides which were reissued through the mid- 1960s. –Right, Southern Pacific; below, Arnold Menke collection

S•P TRAINLINE SUMMER 2012 13 We rode the Sacramento Daylight often in the late 1940s and the early- to-mid-1950s. The consist was always a baggage-coach, a combine that han- dled baggage and riders going to Tracy. Initially, the next car was a coffee shop, followed by through chair cars and finally a lounge-observation. The idea was that when the Sacramento Daylight was connected to the San Joaquin, the coffee shop would be shoved up against the Diner, the last car in the San Joa- quin when it left Oakland, placing both food service cars in more or less the center of the train. The observation car would bring up the rear. No. 54 has arrived at Lathrop behind Pacific 2486 in 1955. Having left its train at the depot, the P-10 has run around the wye, backed down against the east end of the train and has pulled the through cars for No. 52 up to the east wye switch, right. Shortly, the 2486 and cars have negoti- ated the wye again and are the west wye switch, below, as No. 52 pulls to a stop in the distance. –Two photos, Alden Armstrong

14 S•P TRAINLINE SUMMER 2012 On another day in the fall of 1955, P-10 2454 shoves two chair cars onto the rear of No. 52. The Lathrop operator has thrown the west wye power switch and flagged the engine and cars against the standing train. The Sacramento Daylights were somewhat unique. Not only did they operate contrary to standard SP practice on the Lathrop Subdivision of the Western Division—No. 54 was west- ward and No. 53 eastward) but they each daily changed their direction twice at Lathrop doing the shuffle to get the cars lined up for the San Joaquin Daylights. –Robert Hale photo, M.D. McCarter Collection

Sales in the coffee shop failed The conductor, porter, and rear plain cheese sandwich on white bread to meet projections because of the brakeman worked through to Fresno. and a half-pint carton of milk and two extremely short trip, and was dropped Eventually the Porter would wind his cookies. That was lunch. in 1949. The lounge observation didn’t way through all chair cars with a steel The morning train, No. 54, would even last that long. I don’t remember basket around his neck with snack arrive at Lathrop and the engine would any food on the Sacramento Daylight at items for sale. He would hand me a turn on the wye coupling the tender all. But, we got on at Stockton which was only 15 minutes to Lathrop, so I don’t think we would have gone to the Coffee Shop anyway. I do remember times when I was eight, nine, or ten my mother would send me down to the “Ranch” for most of the summer by myself. She would pin an envelope on the front of my shirt, presumably with my name and where I was supposed to get off and who was to meet me noted inside, and she would give the porter two dollars For many years, Daylight-painted combine SP 3176 was regularly assigned to the to look after me and bring me some Sacramento Daylight. Retired in 1959, it was saved and is seen here on the McCloud lunch. River Railroad in excursion service June 10, 1962. –Bruce Heard

S•P TRAINLINE SUMMER 2012 15 Right: No. 53 at Tracy ready to depart for Lathrop about 1959. Originally T&NO 283, SP 5893 was renumbered SP 3422 in 1965 then SP 3010, all the while a regular on Nos. 53 and 54. Below: Train No. 54 departs Sacramento at 7:45 a.m. on May 26, 1962, behind SD7 SP 5308. The consist includes combine SP 2379 and coach SP 2202. –C.G. Heimerdinger

Train No. 53 arrives Sacramento behind SP 5893 with an all-lightweight consist in the fall of 1966. The locomotive, minus the barrel Mars lights, will soon become SP 3010. –Roy Gabriel photo, John R. Signor collection

16 S•P TRAINLINE SUMMER 2012 to the rear of the train. Then the brakeman would cut off the combine and any baggage cars and the engine and the through cars would again go around the wye. This positioned the engine in the same direction in which it arrived, but the coaches were turned around. It would spot just beyond a crossover adjacent to the eastward leg of the wye. When No. 52 arrived, 54’s engine would shove the coaches across the crossover and against the waiting 52. No. 54’s engine would then un- couple, run back across the crossover, and then back down to the baggage cars and combine waiting at the depot, couple up and continue on to Tracy. SP 5892, the former T&NO 282, handles train No. 53 at Lodi ca. 1960. This locomotive In the afternoon, No. 53 would was never integrated into SP’s passenger diesel classes, but was renumbered SP 3421 arrive from Tracy a half-hour ahead in 1965 and later run through the GRIP program at Sacramento Shops emerging as SP of 51, pass Lathrop depot and back 3352. –Don Munger around the wye, facing more or less back towards Tracy. When 51 arrived, it would stop more or less adjacent to 53 and cut off the cars going to Sac- ramento. 51 would whistle off leaving the cut standing on the main. No. 53 would back down, couple up and head off towards Stockton. The morning and afternoon moves were called the Shuffle and there were a number of variations over the years. I am sure that each new official on the scene tweaked it around to try to better the previous procedure. (For more information on the Shuffle, see S•P Trainline No. 72, Summer 2002 pp. 9-17.) My Dad and I would often just go railfanning. Once at Lathrop, we were Former Cotton Belt FP7 306, renumbered SP 6462 when transferred to the Pacific just watching the afternoon shuffle. Lines, handles train No. 54 on a grey day at Lodi, ca. 1960. –Don Munger Train No. 53 was waiting, parked in the shade of a tree for No. 51’s arrival time to approach. We were standing in the weeds next to the engineer’s side and he invited us up into the cab. After about five minutes, he told my father to drive the car around to the depot and pick me up there, and I got to ride around the Lathrop wye—back- wards—in either the 3000 or 3001. I asked Guy Dunscomb once while we were having a hamburger at Win- terail what steam power was used over the years on the Sacramento Daylight. He subsequently mailed me a list of all the locomotives he could remember on Train No. 54 rolls into Lodi behind SP 5722 in 1959. Running long hood forward, this is that train. The list was very long and SP’s lone steam generator-equipped RS-11. In a class by itself (DF-609), 5722 was a for- mer ALCo demonstrator. –Shasta Division Archives –Continued on page 33

S•P TRAINLINE SUMMER 2012 17 Oakland Pier Memories By Ken Shattock

On a foggy night in August 1951, GS-2 4415 simmers quietly under the platform lights at Oakland Pier waiting to depart for Portland with train No. 20, the Klamath. –John C. Illman, Ken Shattock collection

anuary 22, 2012, was the 130th land container terminal. my beloved Oakland Pier was an Anniversary of the opening of But memories remain. The deep integral part of my youth. Southern Pacific’s Oakland Pier. whistles of ferries mingled with the A Bit of History VirtuallyJ nothing resembling what barking exhausts of steam locomo- was is at the site anymore, which tives—this was my world growing up By the mid-1870s, Oakland, on extended out into in a railroad yard some six decades the east side of the bay opposite San Francisco ago, in my native Oakland, Cali- San Francisco, was clearly becoming Bay from the foot fornia. The trains I rode into and the western operational hub of the of 7th St. in West out of Oakland Pier as a young boy Central Pacific and further improve- Oakland. Only are etched in my mind forever: The ments of the Oakland terminus were one physical icon Senator, the “Pocket” (as No. 226, the in order. Construction work of the remains—Oak- early morning train to Sacramento “Oakland Mole” commenced during land Pier inter- with the Budd car was known), June, 1879. The fill, or Mole, was con- locking tower— the Shasta Daylight, the Overland structed to a point 1.26 miles westerly which was pre- Limited, San Jose local No. 255 and from the Oakland shoreline. Rock for served and moved a many others. Cab rides on steam the fill was hauled from Niles Canyon, to a public park locomotives from Oakland Pier to a distance of more than 26 miles, and Ken Shattock at age within the pres- West Oakland yard were a thrill only earth from East Oakland. Four tracks seven in 1953. ent Port of Oak- a young boy would understand. Yes, and a carriage way were provided for

18 S•P TRAINLINE SUMMER 2012 over the first 4,860 feet. Beyond this upper, or main waiting room, 120 feet by large sections of glass which gave point, the Mole widened out to 280 square, was connected by side aprons abundant light during the day. At night feet, accommodating 12 tracks, ten of with the saloon deck of ferry steamers, the building was illuminated with first, which were within a large train shed and the lower waiting room, was con- gas, then later electric lights. at the end. The greater portion of nected by end aprons with the main Oakland Pier opened for passen- the embankment and rock protection deck of the ferries. ger service to the general public on wall was completed in time to allow The train shed, 1,050 feet in January 22, 1882, when most of the construction work to start on the new length, covered an area of over four West was a vast wilderness and rail- passenger station, railroad offices, and acres and was constructed mainly of roading was an adventure for the pas- train shed early in 1881. wood and iron. As originally built, senger and the train crew as well. At The complex was designed, and the corrugated iron roof was divided the end of track under the train shed its construction supervised by Arthur Brown, superintendent of bridges and buildings for the company. The Oak- land Pier train sheds and station was constructed with three main longitu- dinal divisions. The center part was 120 feet wide and 60 feet high and accommodated overland trains, and the divisions on either side were 60 feet wide and 40 feet high, being exclusively for the use of suburban trains running to and from Oakland, Alameda and Berkeley connecting with the ferry steamers. Two commodious waiting rooms for passengers were at the west, or main end of the central section. The Right: In this early view from April 1882, sunlight streams through the skylights to illuminate cavernous Oakland Pier. –Southern Pacific Lines Below: Suburban trains crowd the mole leading to Oakland Pier in just after electrification in 1912. –Vernon Sappers Collection, Western Railway Museum

S•P TRAINLINE SUMMER 2012 19 at Oakland Pier, the Overland Trail, carved out by trappers and the Don- ner Party, and made permanent by the transcontinental railroad, reached its final western terminus at tidewater. Announcements were sent out far and wide, special trains were run from out- lying points around the Division into Oakland. The Southern Pacific Com- missary department provided over one hundred roast turkeys and mountains of fluffy white mashed potatoes, along with a number of side dishes. It was truly a meal for a Queen. And with its ferry connection to San Francisco, and train departures to all parts of the vast Southern Pacific system, Oakland Pier was at the center of SP’s Western Division, a crucible of Color postcard of Oakland Pier terminal about 1909. –John R. Signor collection California operations and became in many ways the vortex of the Southern Pacific in the West. By the summer of 1920, Oak- land Pier was handling an average of 763 main line and suburban passenger trains, and 56,000 passengers over a 24-hour period with connecting ferry service operating between San Fran- cisco and Oakland Pier. The numbers were phenomenal. An exceptionally heavy summer vaca- tion and tourist movement, particu- larly during the period between June 19 to July 10, 1920, which reached a climax during the holiday period over July 4th, combined with the Mystic Shrine Convention and Rose Festival at Portland, and the National Demo- cratic Convention at San Francisco, placed considerable strain on the terminal. Between the hours of 5:00 a.m. June 26th and 4:00 a.m. June 27, 1920, 393 passenger cars moved out and 533 others entered the Pier. In one 24-hour period on June 26th, some 1,320 trucks of baggage, mail and express were ferried between Oakland Pier and San Francisco, most of it concentrated at rush hours. During this period of heavy traffic, each day some 35,000 pieces of linen were used in stocking the dining cars for the start at West Oakland. And the following supplies—among oth- ers—were issued from the West Oak- On June 2,1922, with 49 departures and a like number of arrivals, plus the extensive land Commissary: 2,000 pounds of electrified East Bay suburban traffic, Oakland Pier was one of the busiest passenger ter- minals in the United States. –Southern Pacific photo, Vernon Sappers collection butter, 1,500 dozen eggs, 1,650 loaves of bread, and 21/2 tons of fresh meat.

20 S•P TRAINLINE SUMMER 2012 In addition, 3,500 pieces of baggage, 7,000 bags of mail and 100,000 pieces of express matter passed through the terminal every day. The ferry service between San Francisco and Oakland Pier at 18 to 20 minute intervals was also an important feature of the vast suburban traffic that moved between the East and West Bay districts. The record number of passengers carried over this route in a 24-hour period at the time was 195,000. Ferry Service

During 1920 there were 26,946,439 persons carried by three Southern Pacific ferry routes—out of Oakland Pier, Alameda Pier and Oakland Har- bor—averaging of 73,825 people a day. The boats were furnished enough per- ishable supplies to last a round-trip. For San Francisco travelers taking the train out of Oakland, the rail journey was mixed On one of the piers a commissary with brisk sea air and the call of seagulls on the delightful 18-minute trip across the bay. was established, which was operated Anticipation would build as the ferry maneuvered into its berth at Oakland Pier. In this 24-hours a day to insure fresh supplies. view, the 10-foot diameter stained glass SP medallion can be seen on the westerly end There was a storeroom maintained on of the big train shed overlooking Passenger Slip No. 4. Installed in 1929, it was preserved the wharf with large ice boxes, where when the Mole was demolished in the 1960s and is on display today at the California supplies were received, kept and issued, State Railroad Museum in Sacramento. –Richard Steinheimer, Ken Shattock collection so that only the immediate demands were stored in the constricted space in the kitchens. One of the most desirable fea- tures is the butcher shop, where the meats are cut according to the particu- lar needs of the trip, as, during regu- lar meal service, the patrons usually order the prepared entrees, whereas, between meal periods, short orders are usually called for. This shop also prepares special articles, such as sau- sage, head cheese and corned meats, which insures their absolute quality, as only the highest class of supplies are purchased by the department, and inspected before being received. A kitchen was maintained at the commissary to prepare soups, entrees, sauces and desserts, providing a uni- form standard of cooking. Butter was specially packed for this service and cream is purchased in sealed cans. These articles were delivered to the boats in specially constructed covered containers. There was also a bakery for the preparing rolls, pies, breads and other baked goods. A considerable amount of atten- Afternoon commuters stream from SP ferry Sacramento at Oakland Pier in the early tion was given to cleaning the vessels, 1950s. At the peak of service, SP’s Steamer Division handled over 26 million passengers. their proper sanitation and ventilation, –Southern Pacific Lines

S•P TRAINLINE SUMMER 2012 21 Aerial view of Oakland Pier from the southwest about 1940. The electric suburban trains are gone. The location of the pump house is identified by the two tanks near the center of the picture. From left, slips Nos. 1 through 3 were for Southern Pacific auto ferries, slip No.2 was in the heart of the train shed. Further to the right, an SP ferry is tied up for routine maintenance. The Southern Pacific freight slips are out of the picture at the right. –Southern Pacific Lines much of which happened at Oakland the outside, toilets scrubbed out and West Oakland Yard. Pier. The kitchens and dining rooms cuspidors given a thorough cleaning. Tracks 1 and 2 and 7 and 8 consti- on the ferry boats received the closest When time permitted and conditions tuted the two arteries through which attention. Ice boxes were kept abso- warranted, the steamers were fumi- the major portion of the tremen- lutely clean, all utensils washed and gated with burning sulfur. This could dous traffic handled by this terminal sterilized. Considering the large vol- only be done when boats were off the passed. All movement was controlled ume of passenger traffic between the run at the SP Company shipyard. by the Oakland Pier Interlocking plant hours of 6:00 a.m. and 8:00 p.m., it was Busy Terminal equipped with a 155-lever Union Switch a task to keep the boats in first-class and Signal Company electric pneumatic condition. During the day only light The Oakland Pier terminal yard machine, in charge of a supervising cleaning could be done, on account consisted of five double-track main towerman, two chief towermen and six of the short time at terminals and the lines. In addition, there were 30 other levermen. passengers being aboard, so all heavy tracks in the Oakland Pier terminal Ninety passenger trains were cleaning was done during the night, layout used for incoming and outgoing regularly scheduled in or out of the after the boats were tied up for the day. main line and suburban trains, storage terminal daily. The average number of This consisted of washing down of cars for both classes of service, an daily switching movements made at the main deck using a large hose, lye outlet track for incoming locomotives, Oakland Pier Tower was 1,900 and and sand. The outside of boat was industry tracks, and one assigned for under emergency conditions would washed down, all windows cleaned on traffic between the freight slip and run as high as 2,100. From 75 to 83

22 S•P TRAINLINE SUMMER 2012 switching movements an hour—or over one a minute—qualified Oakland Pier as one of the busiest terminals in the United States. The old Oakland Long Wharf had been abandoned for all business in February 1919, and the new Southern Pacific Wharf located at Oakland Pier, and designed to accommodate 24 deep- water vessels at one time, was handling an enormous tonnage of a diversi- fied character. These freight slips were located on the south side of the Mole consisting of three wharves driven at an angle with the bulkhead line 875 feet long. Fifty vessels a month were being unloaded at these wharves, carrying from 75,000 to 500,000 board feet of lumber. An average of 2,000 carloads a month, including all classes of freight, was being received or shipped over these wharves. The busy offices of the Western Division chief dispatcher at Oakland Pier in 1951. In the Day after day, a steady parade of offices at the head of the pier, and elsewhere in the complex, were the train dispatchers, trains departed Oakland Pier for des- crew dispatchers, division engineering and division officers, including trainmasters and the tinations north, east and south of the superintendent. –Southern Pacific Lines city. Not only was Oakland Pier a focus of Southern Pacific passenger opera- after moving to East Oakland, he was nated as the Interurban Electric Rail- tions on the Shasta, Overland and San appointed “pumper” at Oakland Pier. A road or IER), and Western Pacific and Joaquin routes, but it was also the nerve few years later, Thad Dickes became the Santa Fe during the period of Federal center of the Western Division itself. pumper and my grandfather was pro- control in the ‘teens and ‘twenties. But Action at Oakland Pier dimin- moted to foreman of the entire Western it was still a busy place. ished in the 1930s and, on January 15, Division Water Service Department. Deep within the cavernous train 1939, lost its distinction as the busiest His office was at the tin shop, near the shed at Oakland Pier I was enveloped railroad terminal in the West when West Oakland roundhouse. in the sights, sounds and smells of the Bay Bridge was opened to electric My grandfather was widely known railroading—Southern Pacific style. train traffic and the Interurban Electric on the Southern Pacific, not only The Mole had a certain aura—a mys- Railroad (IER) diverted its electric because of being a live-steam modeler tique. It was a truly magical and train operations away from Oakland with a steam railroad in the basement amazing place to see and be a part of. Pier over the Bridge Railway into the of his home, but also because he was A conglomeration of various smells Transbay Terminal in San Francisco. a railroad union officer and division found no where else assailed me: salt Yet business rallied during World War grievance chairman for the Western air, hot oil, steam, the bakery, low tide II and into the 1950s remained intense. Division. He worked for Southern conditions of the bay waters and on The near-constant hustle and bustle Pacific for some 36 years. As a young and on. Accompanying this were the of terminal switch engines—be they boy, who was raised by my grandpar- sounds of whistles, horns, sea gulls, steam or diesel—was punctuated by ents, I often accompanied him to his waves lapping at the pilings and rocks the arrival or departure of a passenger job on the Southern Pacific and got of the Mole, ferryboats arriving and train from Portland, a commuter train to learn steam railroading first hand. casting off again, the bustle of hurried from Sacramento, or a mail and express One of the many places my grandfa- feet running for their train or boat, the train from Ogden. ther took me to was Oakland Pier, so I clatter of long strings of baggage carts Oakland Pier Memories could see where he used to work. Inside the Train Shed Overleaf: Its 6:45 p.m. on a typical day in the mid-1950s and train No. 51, the After emigrating from Alberta, San Joaquin Daylight, has just arrived from Once upon a time, four railroads Canada in 1923, my late grandfather, Los Angeles. Experiencing railroading Victor T. Shattock, was hired by South- shared those giant wooden train sheds. deep within the cavernous train sheds at ern Pacific as a water service mechanic. Southern Pacific and SP’s Oakland, Oakland Pier was like nowhere else on He was assigned to SP outfit car No. Alameda & Berkeley suburban lines the Southern Pacific. –Robert Hale, M.D. 417 and roamed the division as a glori- (which were originally steam, then McCarter Collection fied railroad “plumber.” Around 1930, later electrified and, still later desig-

S•P TRAINLINE SUMMER 2012 23 24 S•P TRAINLINE SUMMER 2012 S•P TRAINLINE SUMMER 2012 25 Above: With bell ringing, SP train No. 255, a local from San Jose via Newark, arrives at 6:20 p.m. behind P-4 2422. –Richard Steinheimer, Ken Shattock collection Left: Carmen make a terminal air brake test as train No. 10, the Shasta Daylight, readies for its 8:15 a.m. departure. During the morning rush in the early 1950s, near- ly a dozen trains were arriving or leaving Oakland Pier including No. 11, Cascade, No. 101, City of San Francisco, No. 250, a San Jose local, No. 52, San Joaquin Daylight, No. 57, Owl, No. 73, Oakland Lark, No. 224 to Sacramento and No. 2, the Western Pacific Zephyrette. –Richard Steinheimer, Ken Shattock collection

with their chains rattling, the noise of various trains arriving and departing, and the voice of the station master on the PA system with his various announcements continuing through- out the day. The Pump House

Another special place my grandfa- ther took me to was the Oakland Pier pump house. When I first visited the pump house in the early 1950s, “Thad Dickes” was the pumper. He was a very nice gentleman and took his work seri-

26 S•P TRAINLINE SUMMER 2012 The head house at the west end of Oakland Pier with its giant clock about 1950. By this time, with over seven decades of service, count- less millions of travelers had passed this way between the trains and ferries. –Ken Kidder photo, Ken Shattock collection Western Pacific train No. 18, California Zephyr, has ten more minutes to wait on track No. 10 before departing Oakland Pier on June 15, 1958. No. 18 was one of over 30 regularly scheduled trains still using the terminal in the mid 1950s. At one time, 16 tracks were in use under the Oakland Pier trainsheds. –John C. Illman, Ken Shattock collection

ously. His hobby was building scale, miniature steam locomotives and he became a member of the Golden Gate Live Steamers in Oakland. While an employee designated as “the pumper” seems insignificant today, this was not the case at Oakland Pier. Located near one of the old auto ferry slips, was a one-story peaked roof building with a tall, black smokestack rising from the top center of the roof. Inside, the pumper had a simple wood desk with a lamp and a phone and some office supplies located along the

S•P TRAINLINE SUMMER 2012 27 To say that it was loud is an understate- ment. When it sounded, one thought that Shasta Dam had collapsed. That horn could be heard for miles. The horn blasts were coded like an old magneto phone—a series of long and short blasts. These fire codes were recorded on a paper tape via the “pen register” in the pump house and the horn code blasts at the roundhouse were repeated at the pier on a large brass gong. Employees carried a card in their wallet with the horn codes and when the alarm was sounded they were able to quickly identify the location of a fire. But most of the time, it was all routine at the pump house. My grand- father told me that during some of the lonely nights he was on duty there, he befriended a little mouse who would peek out from a crack in the wall of the old building, and he fed it some bits of cheese and bread crumbs. The interaction between human and rodent helped make lonely nights go by more quickly. Train No. 18, Western Pacific’s California Zephyr departs Oakland Pier on June 15, 1958. I used to go out the back door of The train will head south on the Niles Subdivision for about three miles before switch- the pump house and stand against the ing to Western Pacific rails at Magnolia Tower. –John C. Illman Ken Shattock collection fence watching the crabs come up out of the water onto the rocks below. west wall of the pump house at about of wood used in its construction, The Bakery the mid-point. together with the amount of creosote Also inside this building were two impregnated pilings used to build the The Southern Pacific Bakery was very large, horizontal, oil-fired station- wharves, the ferry slips and the base located in a two-story wooden build- ary steam boilers. And in another area that the ornate train sheds rested upon. ing just outside the main entrance of this building was a large belt-driven Fire hydrants were placed in vari- to the big train sheds. Whether it be air compressor and a number of steam- ous strategic locations around the Mole cakes, pies, breads, biscuits, rolls, buns, operated duplex pumps. This was the property as well as around West Oak- chocolate eclairs or any other tasty pump house, which had an attendant land yard were. Both the hydrants at delight, the “bake shop” at the Mole, as on duty 24-hours per day, seven days West Oakland as well as the hydrants it was commonly referred to, was there per week. The large stationary steam at the Mole were fed by some of the to produce hundreds of these items boilers used to really scare me because pumps at the pump house. Southern for the dining cars of various trains as of the sights and sounds they made. Pacific used salt water, pumped from well as for the restaurants on the fer- The pump house had a variety the Bay, for its hydrant system. The ryboats. Another item made up at the of purposes related to Oakland Pier mains feeding these hydrants were bake shop were sandwiches and box and West Oakland yard. It provided a kept at a very high pressure. Thus the lunches for troop trains during the War source of bunker C crude oil for ferry- SP employee on duty in the pump years. One of the most requested items boat fuel and hot and cold fresh water house as the attendant, and referred to on the dining cars was the “Southern to all needed parts of the Mole, as well as the “pumper,” had a very important Pacific Salad Bowl,” a huge assort- as steam lines and compressed air lines function along with a lot of responsi- ment of greens topped off with special to the various tracks inside the great bility. home-made Thousand Island dressing. sheds and to the ferry slips. But it had All Southern Pacific employ- Home-made raisin bread, made fresh an even more important purpose—fire ees were required to help fight fires daily at the Oakland Pier Bakery, was protection. wherever they occurred. There was an yet another popular item enjoyed for While the wharves were protected extremely loud horn that was mounted many years by the traveling public on by the fire tug Ajax, the possibility of on the roof of the West Oakland round- the trains and ferries. Both the taste fire at Oakland Pier was a real and house. It would activate whenever any- and aroma of that particular bread present danger because of the amount one pulled the lever on a fire alarm box. was heavenly. You could smell it being

28 S•P TRAINLINE SUMMER 2012 Its January 8, 1955, and the blue flag is hung on Pacific SP 2475 as crews finish loading train No. 56 for a 4:45 p.m. departure for Los Angeles. Once called the Tehachapi, this is the last day of operation for train No. 56, an all-stops San Joaquin Valley Line local. The California Zephyr is inside the shed at right. –John C. Illman Ken Shattock collection Right: Between trains, SP 1270 steams qui- etly outside the train shed at Oakland Pier in the early 1950s. –Ken Shattock collection

baked all around the Mole while wait- ing for your train or boat. Every now and then my grandfather would bring home two fresh loaves of warm raisin bread to share with his family. One time, our telephone in East Oakland rang at about 1:00 a.m. It was an urgent call out for my grandfather because a pipe had broken somewhere and flooded the bake shop at the Mole. After getting dressed and ready to go, he woke me up and asked if I would like to go with him—I sure would and, in fact, did so! My grandmother (Maude) was not pleased at all, tak- ing the young boy out in the middle

29 of the night. When we arrived at the bake shop, we didn’t see a flood, just a wet floor. It was during this time that I looked under the sink and saw this huge insect crawling along a pipe. It was a cockroach. A darn BIG cock- roach! My grandfather told me of the times they had to go underneath the Mole to make repairs on plumbing of various kinds, crawling around some of the pilings. Many times, the fleas from rats would be buzzing around and sometimes you would shine your flashlight and see a pair of eyes looking at you, before suddenly scurrying away. One of the old-timers I met at Oakland Pier years ago told me that the rats and cockroaches were always fighting. Then he said, “Sonny, we have rats as big as cats and cockroaches as big as canaries.” I have never forgotten that saying. Just in off train No. 27, SP 6028 rolls out onto the slip track at Oakland Pier on June 15, Oakland Pier Coffee Shop 1958, and will shortly return to the West Oakland diesel shop. As the heavy locomotives moved about, the old pier would groan and creak under the weight. In the background Just a few feet inside the main id SP ferry San Leandro. Old-timers reported that every time a ferry bumped against the entrance to the Mole, there was a cof- wharf, the entire structure would shake, and upstairs in the dispatcher’s office “the cock- fee shop located right next to the long roaches would jump out of the spittoons and look around.” –John C. Illman, Ken Shattock ramp that took ferryboat commuters collection upstairs to the large waiting room. It was usually staffed by two friendly African-American ladies. The coffee shop was not that big and was essen- tially a long counter with several stools for patrons. The menu was typical for the coffee shops of the day—breakfast items, burgers, hot dogs, sweets, colas, shakes and so forth. Their hot dogs made a lasting impression with this writer. But in general, it was a friendly spot where commuters or long distance passengers could enjoy a quick “some- thing to eat” to tie them over until they reached their final destinations. Once, while visiting the pump house at the Mole, I asked my grand- father if I could go over to the coffee shop to buy myself a coke. He gave me permission (I was probably about seven years old) and cautioned me about watching for “moving trains.” When I arrived at the coffee shop and ordered my glass of coke, one of the darling ladies behind the counter asked if I would like one of their hot dogs too. The ultimate problem with all rail-marine interfaces. Sometime in the 1920s, SP Pacific I told her I didn’t have enough money. 2460 ended up in the bay at Oakland Pier. Fortunately, such events were few and far She said the hot dog would be free between. –Jeff Garrett collection and when I asked why, she stated in

30 S•P TRAINLINE SUMMER 2012 The last ferryboat to San Francisco, the San Leandro, operated on July 29, 1958. Thereafter, Oakland Pier remained active in a limited fashion until 1960. The last trains to use the Mole were Shasta Route mail trains Nos. 19 and 20, the former Klamath, on October 5th. These two views of the train sheds were taken in the summer of 1959 with train No. 20 spot- ted and long strings of strings of baggage wagons along side laden with mail to be loaded. –Two photos, Bob Morris

S•P TRAINLINE SUMMER 2012 31 Shortly after Southern Pacific pulled out, the rails were removed and the property passed to the City of Oakland. By 1964, time, weather, vandals and some demoli- tion had taken their toll and the once proud Oakland Pier train sheds resembled bombed out ruins. Complete demolition was less than a year away. The stain glass sunset shield, the eight-foot station clock, and Oakland Pier Tower were preserved. –Two photos, John Harder

be thankful I was able to see in opera- tion before it was swept away forever. But for some 78 years, the trains ran and human beings crossed paths as their journeys dictated in one of the greatest railroad stations in the her Southern drawl “cuz I was misster and vandals took there toll. United States, Southern Pacific’s Oak- Shattock’s child!” I will never forget Meanwhile careful plans were land Pier—The MOLE that Moved that episode in my life at the Mole, being made to convert the site into a the West! ever !! $40 million 140-acre ocean-going con- Source of material for story: All Good Things... tainer terminal. At last on September Southern Pacific Bulletin October 13, 1965, 102 years after its opening, a 1920, March 1921, February 1923 and All good things must come to formal celebration was held at Oak- December, 1925 an end, however, and the great Oak- land Pier as a ground-breaking for California State Board of Health land Pier terminal was not immune to the new terminal. Commemorating Monthly Bulletin, August 1921 the old proverb. One by one, various the event, several men formerly con- Personal memories, J.B. Watts, services were closed down. The last nected with the mole operation were chief dispatcher, Oakland Pier ferryboat to San Francisco, the San present, including Captain Frank Diaz, Personal memories, Thad Dickes, Leandro, operated on July 29, 1958. who piloted the ferry San Leandro pumper, Oakland Pier Oakland Pier remained active in a lim- on its final run in 1958. Following the Personal memories, Marshall E. ited fashion until 1960. The last trains ceremonies the first Caterpillar D-7 Morse, engineering department, Oak- to use the Mole were Nos. 19 and 20, slammed into the building, followed land Pier the former Klamath Shasta Route mail soon by the wrecking ball. Personal memories, Alice Perkins, trains, on October 5th, 27 months after It has been over 53 years since I last SP Bulletin reporter, Oakland Pier the last passenger ferry crossed the went out the back door of the pump Personal memories, Irene Evans bay to San Francisco’s Ferry Building. house to see the crabs crawling on the Gogna, clerk-SP signal office, West After that, the Pier became the prop- rocks at low tide or to look across at Oakland erty of the City of Oakland. The tracks those old Victorian-era train sheds and Personal memories, Victor T. were pulled up and for several years the wonder if any trains were arriving. It Shattock, water service foreman, West facility remained abandoned. Weather was a place that I’ll always cherish and Oakland

32 S•P TRAINLINE SUMMER 2012 –Sacramento Daylight continued to service on the Sacramento Daylight. a regular and shows up frequently in covered most of the passenger engine The 2484, 2485 and 2486, having been photos of train Nos. 53 and 54. Photos classes, including the 4400s. streamlined for San Joaquin service also show GP9 5892 (ex-T&NO 282), The mainstays, though, in the first in 1941, were mainstays, although by RS11 5722, SD7s 5308 and 5319, and FP7 five years of operation were the 3000 then they had lost their skirts and their 6462—all boiler-equipped—handling and the 3001. Occasionally, the 3025 daylight paint jobs. The 2490 was also the train at different times. was assigned as protection when either a regular, one of two P-10s that were Regularly-assigned combine SP the 3000 or 3001 was being shopped. never streamlined. 3176 was replaced in 1959 with a revolv- The 3000 and 3001 were vacated in 1951 The Pacifics lasted until Novem- ing assignment of fluted-side combines and 1950, respectively, and scrapped ber 1956 when SP took delivery of 350 for a few years and then SP 3300 and within six months. Fortunately, the GP9s, including a handful equipped 3301 were regularly assigned having been 3025 was spared the torch and is pre- with steam boilers for passenger ser- converted to stainless steel sheathing served today at Travel Town in Griffith vice. GP9s primarily handled the Sac- over the flutes for a more modern look. Park near downtown Los Angeles. ramento Daylight from then until it was SP 3176 ended up in the hands of the After the 3000 and 3001 were discontinued. One of the early regulars Pacific Locomotive Association in Niles vacated, standard power were the P-8 was black widow-painted 5893. Origi- Canyon. and P-10 Class Pacifics. These were nally T&NO 283, it was renumbered Passenger cars could have been already working in commute service 5893, then 3422 when the new num- anything, although always lightweight between San Jose and San Francisco, ber scheme was adopted in 1965 and cars unless, of course, there was equip- and most were assigned at some point ultimately to 3010. The 3006 was also ment problems. At first it was strictly

Running long hood forward, dual-control GP9 SP 3010 races south with train No. 53 near Forest Lake, south of Galt, in 1970. Despite the train’s short length and abundant power, the train averaged about 30 miles per hour on its 60.5-mile jaunt between Sacramento and Tracy, which included three intermediate stops. –Ted Benson

S•P TRAINLINE SUMMER 2012 33 34 S•P TRAINLINE SUMMER 2012 On a hot August 13, 1969, Train No. 51, the westbound San Joaquin Daylight meets train No. 53, the Sacramento Daylight at Lathrop, opposite top. The power for No. 51 in the last days of the service was a single SDP45, in this case, SP 3205. Dual control, passenger GP9 SP 3010 was the usual power for No. 53. The palm trees are a reminder that there was once a classic SP wood depot here. As No. 51 rolls to a stop, the flagman drops off and assumes his position protecting the rear of the train. Shortly, passen- gers from points south on the San Joaquin Daylight board No. 53. With everybody on board, the stub train prepares to leave Lathrop six min- utes after the departure of the San Joaquin Daylight, bound for Stockton, Lodi and Sacramento. –Three photos, T.O. Repp

Right: A few years earlier, passen- gers make the morning transfer at Lathrop between Nos. 54 (left) and 52. The photo was no doubt taken during the struggle to discontinue the train. –Southern Pacific Lines

S•P TRAINLINE SUMMER 2012 35 With Mars light flashing, boiler-equipped SD9 3822 (originally SP 5363) emerges from the morning fog at Polk with a single combine comprising train No. 54 in March 1971. Amtrak is less than a month away and regular engine 3010 is in the shop. –Dave Stanley

72-foot Daylight chair cars or 64- or By the end of October 1966, the changed trains in front of the Lathrop 66-foot Daylight articulated sets. But I through cars weren’t placed or set out depot. By August 1970, this took place can remember many times getting on at all. In fact, they weren’t through at Tracy, not Lathrop. yellow or grey cars in Stockton. cars any more. Passengers physically Meanwhile, on March 28, 1969, Southern Pacific asked the Califor- Sacramento Daylight Time line nia Public Utilities Commission for June 2, 1946 Established as trains Nos. 53 and 54, Sacramento-Tracy. approval to substitute bus service for August 4, 1946 Parlor observation discontinued. the 58-mile run of its Sacramento Day- October 2, 1949 Discontinue dining car service. light because of mounting losses and August 22, 1954 RPO discontinued on Sundays and Holidays. declining patronage. The bus would September 16, 1957 Seat reservations discontinued. meet the San Joaquin Daylight at October 30, 1960 Galt eliminated as an intermediate stop. Modesto with stops at Stockton and November 6, 1962 Chair car porter assignment between LA and Sacramento discon- Lodi. (Galt had been eliminated as a tinued. No porter service on the Sacramento car between Lathrop and Sacramento stop in October 1960.) October 30, 1966 Schedule between Sacramento and LA shortened 20 minutes and “We are now carrying about 25 between LA and Sacramento 15 minutes with establishment of car-to-car transfer at Lathrop. passengers a day each way on this train March 23, 1969 Following time table changes made: No. 54 leave Sacramento 8:50 which means that we operate with a a.m. arrive Lathrop 10:10 a.m. No. 53 leave Lathrop 4:30 p.m. arrive Sacramento 5:55 p.m. 1,750 horsepower locomotive, a 48-pas- March 28, 1969 Application filed with CPUC to discontinue Nos. 53-54 between senger combination baggage chair car Sacramento and Lathrop and substitute bus service between Modesto and Sacramento. and a crew of 5 for this short trip,” said November 18, 1969 CPUC denied application. Robert M. Jochner, SP passenger traf- December 18, 1969 Petition filed for rehearing. fic manager. “This is very costly and March 3, 1970 CPUC denied petition for rehearing. goes well beyond the need—it’s a little March 27, 1970 Eliminate Train Baggage Man between Sacramento and Tracy. like renting a ballroom to dance with August 2, 1970 Transfer between Nos. 51-52 and Nos. 53-54 changed to Tracy your wife. A substitute bus service on instead of Lathrop resulting in 15 minutes longer schedule. this route will reduce our losses and still provide an equivalent service.”

36 S•P TRAINLINE SUMMER 2012 At a subsequent public hearing on the proposed discontinuance, the disgruntled comment of Oakland resi- dent Steve Lannes was typical. “When you go to the airport to take a plane, there’s a plane there,” fumed Lannes. “When you go to the bus depot, there’s a bus. When you go to the train station, you should find a train—not the same cramped, uncomfortable, stale-air bus you get at the bus depot.” The PUC apparently agreed and SP’s petition was denied. And, of course, Amtrak took over Southern Pacific passenger rail service in May Effective August 2, 1970, the transfer of passengers between the San Joaquin and 1971 and that was the end of the Sacra- Sacramento Daylights was moved to Tracy. Here train No. 53 is preparing to depart Tracy mento Daylight. that August after train No. 51 has departed. –Roy Gabriel photo, John R. Signor collection

The final run of the Sacramento Daylight, April 30, 1971. GP9 3006 backs down against No. 54’s train at Sacramento, left. In the shadows a TV news crew films the event. Departing 8:50 a.m., No. 54 passes the 7th St. herder’s shanty, above. Later in the day, train No. 53, arrives Stockton with an usually long five-car con- sist. –Three photos, Dave Stanley

S•P TRAINLINE SUMMER 2012 37 SP 5893, 3422, 3010, and 3191. Its tenure Buck, JT, and the 3010 on the Daylight was long enough to include all but the 3191 incarnation. emories of my high school by a San Joaquin crew and sporting an Numerous high speed “roll-bys” years from 1969 to 1971 at ALCo S6 and cupola caboose, arrived and friendly waves from Buck and JT Sacramento’s Hiram John- from Lodi in the early afternoon to led to the first of many day trips on son revolve more around cute girls switch the Sacramento Army Depot the Daylight, and finally, a chance to M meet these two in person. One summer and Friday night football games than before turning back with a handful of algebra and biology classes. However, cars. Polk was also where Central Cali- morning at the Sacramento station, as the utmost highlight of each school fornia Traction Company’s main track they were about to board 3010, I intro- day occurred at 7:55 a.m. and it had from Stockton connected with the SP duced myself to Buck. “So, you’re the absolutely nothing to do with school or and trackage rights into downtown kid on the bike who’s out at Polk all the opposite sex. That was when GP9 Sacramento began. the time with his tape recorder.” That 3010, assigned to train No. 54, the Sac- All day long, one train after another moment marked not only the start of ramento Daylight, cleared the speed rambled past MP 132.0, pulled by newer a big trip on a very short train but the board at the Brighton crossovers, locat- SD40s and 45s interspersed with late- beginning of a friendship that spanned ed a short distance from school, and in-life “black widows” and Geeps. Show over 30 years. throttled out for points south. Opened time for me, though, was at 5:40 p.m. Probably the most memorable windows allowed this fantastic show of That’s when the 3010, with its com- journey on Nos. 54-53 was the day sound to flow into our classroom with manding Nathan M5 Airchime, roared friends John Clark and Tom Gibson the crisp morning air while providing past on its return trip from Tracy with accompanied me. After spending the a momentary escape for my thoughts train No. 53—all one or two cars of day in Tracy during the train’s layover, and dreams as I listened to the fleeting it—gone in a flash, but what a presence Buck made arrangements with the micro-streamliner. at 70 mph, and what a recording it made conductor to allow us to walk up to Several times a week, I’d make on my cheap cassette player! “Haynie’s the engine during No. 53’s station stop after-school bicycle trips to Polk, MP right on time,” the Proctor & Gamble in Lodi. The trainman led us through 132.0 on the Stockton Subdivision and switch foreman commented to me one the baggage compartment of the 3300 the dividing point between the old San evening as his crew patiently waited for series combine, across the “plank” and Joaquin and Sacramento Divisions. “The Scoot” to pass. into the cab of “torpedo boat” Geep Just two miles south (railroad west) “Haynie” was Gene M. “Buck” 3006, which had replaced 3010 on the from Brighton, Polk was an ideal spot Haynie, Tracy engineer and regular assignment just prior to the trains for train watching. Procter & Gamble’s man on the Daylight during its final demise in 1971. Before long, Buck had large manufacturing plant was located years of operation. Buck’s fireman was me in THE seat with instructions to here, requiring three switches a day Jim White, known simply as “JT” to “blow the damn whistle” (he trans- from engines dispatched from Sacra- his many friends. Their charge was for- ferred throttle and air control to JT mento yard. The Polk Local, manned mer Texas Geep 283, the only GP9 to on the fireman’s side). Although the carry five numbers while in service for posted speed for passenger was 70, my Southern Pacific—T&NO 283, then adrenalin was going 79! It was cramped

38 S•P TRAINLINE SUMMER 2012 with five of us in the cab of a dual- Qualified on steam engines, Buck controlled GP9 but we were having the piloted SP 4449 in 1984 and occasion- time of our lives. Upon reaching Sacra- ally volunteered his time with the mento, JT made a brief stop at the 7th California State Railroad Museum. St. herder shanty, just shy of the depot. After retiring from SP, he moved to “I hope you guys enjoyed yourselves,” Port Orford on the southern Oregon Buck bid farewell as we climbed off the coast. He couldn’t stay away from the 3006. Grinning, he added, “And if any railroad very long, however, and soon of you bastards mention this cab ride to “borrowed out” to the Central Oregon anyone, I’ll deny that it ever happened!” and Pacific (then in its infancy), run- On May 1, 1971, the Sacramento ning the local between Coos Bay and Daylight was history. Buck and JT Coquelle whenever they were out of bumped into the Tracy freight pool men. I twice visited Buck at his home and that was the last I saw of these in Port Orford, forgetting each time two characters, until our paths crossed to pack a tape recorder...not for train Buck attended several SPH&TS conventions and was a regular attendee of Winterail, again 15 years later at the Winterail recordings but for the wonderful sto- where he (right) and Jim White paused show in Stockton. It was Ted Benson ries he loved to tell of his long career long enough for a photo together in 2001. who collared me as I was weaving with SP. Sadly, it wasn’t meant to be. through the crowd at the Scottish Rite It was Sunday, December 16, 2007 Temple. There, standing next to Ted, when I received word from his wife, As for the old “Three thousand was this guy who could’ve played the Linda, that Gene Haynie had passed ten,” the Geep was sold many years perfect department store Santa Claus. away just a few days prior. I was at the ago by the Feather River Rail Society “Dave, do you recognize this guy? It’s controls of a UP intermodal train at to the Connecticut Central Railroad Buck Haynie!” the time, somewhere north of Fresno where it was assigned, ironically, num- By the late 1980s, I was ten-plus and running over the district that Buck ber 53. Since then, the much-traveled years into my own railroad career. and JT knew intimately. My friend and locomotive spent time as Providence Reuniting with Buck at this point mentor was gone, the casualty of lung & Worcester’s No. 1802 before ending in my life allowed us to rekindle our disease attributed to years of exposure up on the Housatonic Railroad where friendship on a professional level. At to locomotive exhaust and cigarettes. it still toils today. My heroes, no doubt, the time, I was working as a yardmaster Three years later, on October 31, are watching over their old horse from for Union Pacific in Stockton, and the 2010, Jim White took his last call. the heavens. -Dave Stanley old WP yard tower offered an excel- Although I hadn’t stayed close with JT lent view of passing SP trains. When- after he retired just prior to the UP/SP Train No. 53, the Sacramento Daylight. ever Buck rolled through town on a merger, we crossed paths several times races toward Lodi on the afternoon of Fresno manifest, he’d blast the horn at railroad functions and railroader’s July 27, 1969. SP 3010, easily identi- as he approached, affording me time funerals. He always greeted me with fied from a distance by its unique to climb out to the tower’s ledge and a big smile and talked of that cab ride tall steam generator exhaust pipe, “highball” him by. back in 1971. handles the short train. –T.O. Repp

S•P TRAINLINE SUMMER 2012 39 Espee Gallery

The mid-winter sun is break- ing through the haze at Los Angeles Union Passenger Terminal about 1946 as train No. 99, the Morning Daylight, departs under a cloud of steam on track 3 behind trim GS-5 4458. Three tracks over a Santa Fe ALCo switcher heads toward the platform tracks. Later in the morning, SP 1323, a Baldwin DS-1000 (SP identified it as an S10) built in July 1941 catches the glint of the sun heading toward the terminal to drag a train to Mission Road Coach Yard. –Charles Robinson photos, courtesy Bruce Petty

40 S•P TRAINLINE SUMMER 2012 Lumber Loads for SP F-70-6/7 Flatcars By Paul Chandler, photos by the author hese loads represent typical Tom Dill are good sources for addi- the local Lowe’s Home Improvement open car lumber loading as tional photographs of these loads. Store. was commonly constructed in Construction Most wood strips are from Mt. theT late 1940s and early 1950s. By the Albert Scale Lumber Co. and some are late 1950s and early 1960s steel band- The loads are scratchbuilt using custom cut from scrap white fir. The ing had started to change the way wood and fine metal wire. wire is 36 gauge nickel silver binding cars were loaded, but in 1954, the year The raw material for these loads post wire. I model, steel banding had not been is a four-foot length of 1"x 6" white fir. All other materials are common introduced. This will easily make enough lumber household or hobby materials includ- Lumber was typically sold from loads for 30 to 40 flat cars in HO scale. ing yellow glue, white glue, Floquil the sawmill as “rough RWL,” mean- The bulk material is white fir from paint, and CAA adhesive. ing that it had not been surfaced to its nominal finished dimension and was shipped in measured board-foot units as random widths and lengths of 2x, 4x, 6x, etc. Thus it was common to see these typical ragged loads unlike the measured finished units of value-added lumber being shipped today. Lumber was typically stickered for ease of fork-lift unloading whether or not it had been loaded with a fork-lift. It was just as common in the 1940s and 1950s to see these loads loaded and sometimes unloaded by hand. The lumber was held in place by stakes, nailed together with cross braces, lateral braces and wire ties —and a lot of luck. Southern Pacific Freight Cars, Volume Three– Flat Cars, by Anthony Thompson and Southern Pacific in Oregon by Ed Austin and Typical “rough RWL” lumber load, Shasta County California, 1959. –Shasta Division Archives

S•P TRAINLINE SUMMER 2012 41 Similarly, the opposite end of the block is passed repeat- edly over the table saw blade but this time the blade is raised or lowered in 1/8" or 1/4" increments each time the fence moves over an 1/8 of an inch. These would represent one- or two-foot differences in modeled boards within the lumber load. Again, this is done individually with each block, the goal being to create as much randomness as pos- sible. None of this is actually The fir board is ripped lengthwise into three 13/8" strips. These measured, it’s just eyeballed. strips are then cut in half and glued as a stack, six high, and clamped for four hours.

The last step in manufacturing the raw material is to create the individual leaf-like panels, called “fletches,” that can be stacked together to make each unit in the load. Using a very thin blade on The stack is then crosscut into HO-scale 20-foot lengths—about the table saw with a kerf of about .040", the fence is set very close 23/4" long—the finished length of each lumber load. That yields eight to the blade, again about .040" away. Each block is then pushed blocks roughly 13/8" x 41/2" x 23/4". The 13/8" dimension is further through the blade repeatedly to make the individual fletches. This is refined by two light passes in the table saw to the exact 19/32" fin- done with great care since the individual pieces are quite delicate. ished width of the lumber loads for these particular flat cars.

To make each unit, I stack up 10 to 12 fletches and check for random looking ends. Each fletch can be used two ways by merely flipping it over. The idea again, is to keep them random when stacking them together. When I am satisfied with the look, I brush the surface of each fletch in the stack with very slightly thinned One end of each block is passed repeatedly over the table saw white glue and stack them up into the finished unit. This must blade raised just a few thousandths of an inch above the table. be down as quickly as possible since the wood absorbs the white At each pass, the fence is adjusted over an eighth of an inch or glue very rapidly. A small piece of metal (ancient Athearn car so, and the blade height is varied up or down just slightly. This is weights are perfect) on each side and a spring clamp or two holds done until the entire width has been scored by the blade, about everything in place while the glue dries. The metal backing and the 10 passes or so. The idea is to produce a random looking stack clamp is imperative, otherwise the thin fletches will warp from the of boards that have been almost, but not quite, stacked evenly. moisture in the glue. I usually leave them clamped for two or three It’s important to do all blocks individually so as to create as much hours. The glue will bond in minutes, but I want the moisture to variety as possible without any two looking the same. evaporate while still clamped.

42 S•P TRAINLINE SUMMER 2012 Next, each unit receives scale 4"x 4" or 4"x 6" stickers glued on the bottom. Then units are stacked two high, gluing top unit stick- The twisted steel wire stake post tensioners are made from a ers to the unit below. The top unit receives individual pieces of loop of 36 gauge (.004") binding post wire. The ends of the loop scale lumber in 4-inch thickness by variable widths to represent are twisted to make the loop by wrapping the wire around a mea- 4"x 4"s through 4"x 12"s. These are random widths and lengths. sured form. Binding post wire is a natural nickel silver-colored wire so it is then airbrushed engine black and allowed to dry thoroughly (24 hours). Then the loop is placed on a twisting machine made from a block of wood with a brass rod crank. I twist a couple of turns and then insert the twisting stick with a pair of tweezers, and then twist up a dozen or so turns.

At this point, if the load is to represent a split load, i push it through the band saw and then re-glue it back together with verti- cal stickers in between the units. Then the unit is placed on a flat car deck and 4" x 4" scale stake posts are glued to the side of the lumber load so that the stake post is in the notch for the state pocket. The stake does not actually go into the pocket, it sits just above it, but looks like it goes in. Next, 4" x 4" cross ties are glued to the load adjacent to the stake posts. Then previously twisted steel wire is threaded on over the stake posts. Lastly, 1" x 6" scale Completed load mounted on an SP F-70-6/7 flatcar. lumber is glued to the inside of the stake pockets above the wire.

Finishing and Lettering coating. The only advantage of paint- ment information was often done by ing would be to seal the wood so in simply writing on the side of the loads I assemble the loads on a flatcar time we might see them yellow slightly. with crayon. This was done sparingly deck from a car kit as a template for The only finishing was painting on some of the loads. The common setting the vertical posts then mount the twisted wires black. This was done practice of spray painting or attaching them on a completed car. The lumber by securing the wires to double sided placards of logos or sawmill identifica- loads are natural wood. I felt that there tape on a block of wood and then tion was still years away, and sealing would be no way to improve on the airbrushing with Floquil engine black. the ends of boards with bright colors look of natural wood by applying a In operation in the 1950s, consign- was not yet common.

S•P TRAINLINE SUMMER 2012 43 –Mail Bag continued from page 5 Our arrival at Algodones occurred about noon during the heat of the day. We left this small, dusty Mexican village surrounded by fields of cotton (algodon) and headed for the nearby U.S. border crossing. From there we made a cross-country nine-mile hike towards Yuma. What gave us the push was the thought of a cold beer once we got to there. Fortune was with us, however, as we stumbled into Som- merton, California, which had a large bar with plenty of beer. Thus refreshed, we walked on the short distance to Yuma, arriving there the same time as SP train No. 5, the Argonaut (running six hours late). After eating in the din- An enterprising photographer arranged this shot comparing a modern (1905) Harriman Consolidation with the diminutive locomotive New Liverpool Saltworks No. 1. Location ing car we slept all the way back to and date are uncertain, but it is probably Indio (note the old wooden roundhouse in Alhambra. the background) and just after the Colorado River flood had destroyed New Liverpool’s Jim Strong operation. –Rod Crossley collection –Ukiah, California The spring issue of S•P Trainline was outstanding! J. Patrick Bray’s Southern Pacific and the Salton Sea did an excellent job of covering the flood completely and concisely. The Sidewinder article did an outstand- ing job of covering a portion of the Southern Pacific that heretofore has had only minimal coverage. The excel- lent photos complimented the text of both articles. Robert L. Gaddie –Bakersfield Just a note of appreciation for the spring 2012 S•P Trainline. For me it is a milestone, both for the magazine— finally the El Centro operations article made it into print and off the “on the line up” list. And for myself, finally crossing off a personal bucket list item; getting something published in S•P Trainline (four photos sharing a spread with three Steinheimer classic no less)! I guess my shots of the engine and car servicing facilities were among the last before they were razed. Now back to the “lineup” list. Every one sounds like a winner. I can hardly wait. Attached are a few photos of my bizarro F. Inter-California, a little HO scale 5'x9' layout in a very inhospitable garage environment. It is a branch line that taps a rich but remote irrigated Two views of John Nestegard’s HO-scale F. Inter-California Railway. agricultural area further south in Baja, but is still an SP property. I’ve got three 44 S•P TRAINLINE SUMMER 2012 considerably enhanced EMD switch- sleep mattered. Getting to your room ing with bugs, so you didn’t dare work ers all decked as road locomotives—SP you would find the A/C was weak, just without some heavy gloves. Tie up the style—with tiger stripes and aluminum about as hot inside as out, and due to hand brakes and your hand would slip ends and lots of PFE reefers, more the huge numbers of transient work- off the wheel from the bugs. Other vis- than I’ll ever need and am now just ers that were in town for the harvest itors along the tracks at night included getting around to scenery. season you learned that there were no illegals fresh from Mexicali trying to John Nestegard other rooms available. get north.” –La Habra, California “The All American Canal turned the Imperial Valley into a summer The following was gleaned from oasis with abundant water for numer- Trainorders.com. Contributed by author ous varieties of crops, but with the “santa-fe-steam,” he mentions an humidity came unheard of numbers aspect of El Centro operations that we and varieties of bugs. The sidewalks overlooked.-ed. and walls of the buildings downtown “I wouldn’t feel right leaving El were covered solid with bugs and as Centro out of this topic of five star you walked to your room you were (railroad crew) accommodations. Sum- met with a carpet of moving critters. mer weather here is typically 110 dur- You would have to swat as many bugs ing the day, maybe dropping to 100 at as you could off the screen or door night. A lot of high seniority help came so that they wouldn’t get into your down to work the beets because of the room, but always a few managed. The long days, but they had the worst of bugs seemed to know where the best conditions to live in while making the restaurants were located, because they big bucks. hung onto the screen doors as you “We would work six days straight tried to get into the cafe like their lives at maximum hours in mid-summer depended on it. heat getting the sugar beet cars made “Going to work at night you had up for the road crews to take west. You the pleasure of having the hand rails were too tired to eat anything—only and grabs on all the beet gons crawl- 1946 TWO-TONE GRAY O VERLAND LIMITED stablished in 1899, the Overland Limited was the premier train on the Overland Route for many years. Although upstaged Eby the tri-weekly City of San Francisco, the Overland Limited in 1946, still retained all the special amenities of a premier train, including a diner, lounge with barber shop, valet and shower bath, and through sleepers to Chicago, New York (via PRR) and St. Louis (via Wabash). Recently repainted in two-tone gray, the train provided daily 48-hour service between Chicago and Oakland Pier via the C&NW, UP and SP, without the extra fare. THE COACH YARD is offer- ing a ten-car Two-Tone Gray Overland Limited as well as a three-car add-on set. As always, these premier models will be hand crafted in HO scale, FACTORY pro-finished: lettered and painted with interiors as per prototype. For more information go to www. thecoachyard.com. Don’t miss out, see your friendly Coach Yard dealer and make your reservations now!

0954 SP/UP/CNW 1946 Heavyweight 10-car Two-Tone Gray Overland Limited 0954.1 SP/UP/CNW 1946 Heavyweight 3-car add on Two-Tone Gray Overland Limited www.thecoachyard.com The Coach Yard Committed to Excellence S•P TRAINLINE SUMMER 2012 45