East Bay Electric Lines facts for kids

The East Bay Electric Lines were a special train service. They were part of the Southern Pacific Railroad. These trains were electric and worked like interurban trains. They ran in the East Bay area of San Francisco Bay Area.

Southern Pacific had been running steam trains in the East Bay since 1862. But in 1902, the Key System started a new electric train service. This new service was faster and quieter. To compete, Southern Pacific decided to make its own trains electric.

The electric service started in 1911. These trains served cities like Berkeley, Oakland, and Alameda. They took people to big piers in Oakland and Alameda. From these piers, ferry boats carried passengers across the bay to San Francisco.

In 1939, the East Bay Electric Lines became the Interurban Electric Railway (IER). This was because trains would soon use the San Francisco–Oakland Bay Bridge. The IER trains ran on the lower deck of the bridge. They went from the East Bay to the San Francisco Transbay Terminal in San Francisco. But by July 1941, the IER train service stopped.

History of East Bay Electric Trains

Early Days (1863–1911)

Before electric trains, the Southern Pacific Railroad used steam trains. The first suburban train service in the East Bay started in 1863. It was called the San Francisco & Alameda Railroad.

Later, these early railroads joined together. By 1882, trains ended their trips at the Oakland Mole. This was a long pier that reached into the San Francisco Bay. Passengers would then take ferries to San Francisco.

In 1902, the Key System built its own long pier and electric train lines. Their trains were faster, cleaner, and quieter. They were much better than Southern Pacific's steam trains. This competition made Southern Pacific lose money. So, in 1911, Southern Pacific decided to make its own lines electric.

Becoming Electric (1911–1934)

In 1911, Southern Pacific started to add a second track and electric wires to its lines. They also bought new 72-foot-long steel electric trains. These trains came from the American Car and Foundry Company.

Once the electric lines were ready, people could ride from the Oakland or Alameda Piers. They could travel to places like Thousand Oaks, Albany, and downtown Oakland. There were plans to extend the lines further, but these plans never happened.

The East Bay Electric Lines also started streetcar service in 1912. These were smaller trains that ran on city streets. But by 1930, all streetcar services in Oakland and Berkeley stopped. This was because more people were using cars. Also, the Great Depression meant fewer people could afford to ride.

In 1934, the East Bay Electric Lines changed its name. It became the Interurban Electric Railway (IER). This was in preparation for the new San Francisco–Oakland Bay Bridge. The IER was losing money because of cars and the Depression. So, they were allowed to run trains on the Bay Bridge. This was hoped to attract more riders.

Bay Bridge Service and Closing (1934–1941)

The IER started planning for the Bay Bridge even before it was finished. They built new tracks and a shared maintenance yard. This yard was for the IER and the Key System.

The IER trains started running across the Bay Bridge in January 1938. Trains now went directly to the San Francisco Transbay Terminal in San Francisco. This meant people from Berkeley, Oakland, and Alameda could ride straight into the city.

At first, more people rode the IER. But cars were also allowed on the Bay Bridge starting in 1936. The IER could not compete with cars. Between 1938 and 1940, the IER cut back its services a lot. But it still could not make enough money.

On July 26, 1941, the Interurban Electric Railway ran its last train. The service officially shut down the next day.

Train Lines

A 1927 map showing the East Bay Electric Lines

The East Bay Electric Lines had many routes. They were usually named after the main streets they followed. Later, they got numbers for the Bay Bridge service. Some lines were changed or removed to avoid competing with the Key System.

The Oakland 7th Street Line carried the most passengers. The Berkeley Shattuck Avenue Line was the second busiest. The number of riders was highest around 1920. It dropped by about half by the time the Bay Bridge opened.

Here are some of the main lines:

• Berkeley, California St Line - This line went from Thousand Oaks in Berkeley to the Oakland Pier. It stopped running in March 1933.
• Berkeley, Shattuck Ave Line - Also starting in Thousand Oaks, this line went through the Northbrae Tunnel. It stopped at Berkeley Station and went to the Oakland Pier. For Bay Bridge service, it was called Line #3 or #9. It was the very last IER service to stop in July 1941.
• Berkeley, 9th Street Line - This line also started in Thousand Oaks and went to the Oakland Pier. It became Line #5 for Bay Bridge service. It stopped running in July 1941.
• Oakland, 7th St, Dutton Ave Line - This long line started in San Leandro and went through many Oakland neighborhoods. It ended at the Oakland Pier. It was Line #2 or #7 for Bay Bridge service. This line stopped in March 1941.
• Alameda, Encinal Ave Line - This line ran through Alameda to the Alameda Pier. It became Line #4 or #6 for Bay Bridge service. It stopped in January 1941.
• Alameda, Lincoln Ave Line - Another Alameda line that went to the Alameda Pier. It was Line #6 or #4 for Bay Bridge service. It also stopped in January 1941.
• Oakland, 18th Street Line - This line went from downtown Oakland to the Oakland Pier. It stopped in March 1933.

Train Equipment

Electric Power System

The electric system for the trains started in 1911. It used overhead wires called catenary. The trains ran on 1200 volts of direct current (DC). This allowed for faster trains and less power loss.

Special buildings called substations changed electricity from 1320 volts AC to 1200 volts DC. These were located in places like Thousand Oaks and West Oakland.

The poles holding the electric wires were usually iron poles. But over water or where there were many tracks, taller lattice-style poles were used.

Train Shops

The East Bay Electric Lines had two main places to fix and store their trains. The Alameda Shops were in West Alameda. The Bridge Yard was a shared maintenance area for the IER and Key System near the Bay Bridge.

The Trains (Interurbans)

American Car & Foundry Company Trains

Photo of an original East Bay Electric Lines train. Notice the rectangular windows.

Southern Pacific bought its first electric trains from the American Car and Foundry Company. These trains arrived in 1911. They included passenger cars, cars that carried both passengers and baggage, and unpowered trailer cars.

The first trains had large rectangular windows at the ends. These were later changed to safer round windows, like portholes. The trains were about 73 feet long and could carry up to 116 passengers.

When they first arrived, the trains were olive green. But they were later painted a bright red. This led people to call them the "Big Red Cars." They stayed red until the service ended.

After the IER closed, many of these trains went to the Pacific Electric company. Some were even used during World War II in Utah and Nevada. A few of these historic trains are now kept in museums.

Pullman Company Trains

Starting in 1913, the Pullman Company also built trains for the East Bay Electric Lines. These trains looked similar to the American Car & Foundry ones. But they had the safer rounded windows from the start. They could seat 111 passengers.

These Pullman trains were also sent to the Pacific Electric company after 1941. They were retired by 1953.

St Louis Car Company Trains

The St Louis Car Company also made a few trains for Southern Pacific. These six trains looked just like the Pullman ones, with rounded windows. They could seat 108 passengers. All of these trains were later scrapped.

Streetcars

The East Bay Electric Lines also ran smaller, slower trains called streetcars. These were for more local services within the cities.

Pullman Company Streetcars

The Pullman Company made all 20 streetcars for the East Bay Electric Lines. They had special doors in the middle for easy boarding. They could carry 86 passengers.

In 1913, some streetcars were sent to the Pacific Electric company. This was because there were too many streetcars for the demand. In 1926, due to fewer riders, the remaining streetcars were sent to the rival Key System. However, they were not suitable for the Key System's new operations. All of them were scrapped by 1933.

How Trains Were Used

Usually, a train would have more powered cars than unpowered trailer cars. Trailer cars were placed in the middle of the train. As fewer people rode, trailers were mostly used only during busy rush hours.

Trains that carried baggage were often used on the 7th Street Line. They would carry mail and newspapers.

All trains were first called "Southern Pacific Lines." But when Bay Bridge service began, the IER trains were repainted with "Interurban Electric Railway Company."

What Happened Next

Lines Used by Key System

After the IER closed, the rival Key System took over some of its tracks and electric wires. For example, in March 1933, part of the abandoned California St line in Berkeley was used by the Key System. In April 1941, a section of the 7th St line in Oakland was used by the Key System's A Line. Also, parts of the Shattuck Ave line in Berkeley were used by the Key System's F Line.

During World War II, the Key System also used parts of the 7th St line and 9th St line for streetcar service to shipyards.

Freight Service

Even after the electric passenger trains stopped, Southern Pacific continued to use parts of the old lines for freight trains. By 1960, most of these freight lines were also abandoned.

What's Left Today

Not much of the old East Bay Electric Lines remains today. But some parts are still visible:

• The Northbrae Tunnel: This tunnel in Berkeley was a main path for the IER trains. The Key System also used it later. It is still there today.
• 16th Street Station in Oakland: The elevated platforms where the IER trains stopped are still standing. They were never torn down.
• The trestle: A bridge that crossed the Southern Pacific mainline still exists in part. One side was used for freight trains.

The Emeryville Greenway is also a section of the old IER tracks. It is now a path for walking and biking.

What Happened to the Trains

After the IER service ended, many trains were sold. In 1942, some were sold for scrap. Others were sent to the Houston Shop Corp. Many trains were used during World War II to carry workers to shipyards. Some went to the Pacific Electric company in Southern California. They were used there until 1961.

A few of these historic trains have been saved and are now in museums.

Preserved Interurbans