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San Francisco Bay Ferryboats
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NEW YORK OMNIBUS 2629
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PostPosted: Thu Apr 02, 2020 9:22 pm    Post subject: Reply with quote

The SP's Oakland Mole (also known as "Oakland Pier") served both long-distance trains and also, until 1939, electric commuter trains.

It was unusual that such a large and busy terminal facility did not have multiple ferry slips; there was, in fact, only one slip at the bustling "Mole" (the ferryboats loaded and unloaded from both the main deck and upper deck, as they did when docked at the Ferry Building)

In 1939, the electric trains began traveling over the lower level of the Bay Bridge, relegating the "Mole" to long distance trains only.

In 1958, the last ferries to the Ferry Building operated, and the once-busy facility was shut down; by the later 1960's, it had been demolished, and its site is now buried under a vast container terminal........

https://en.wikipedia.org/wiki/Oakland_Long_Wharf
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PostPosted: Thu Apr 02, 2020 9:47 pm    Post subject: Reply with quote

In later years, the SP's "Red Electrics" were modernized with porthole windows, resembling those used on the PRR's and LIRR MP-54 fleet for decades.

In the late 1920's, the NWP invested in a group of new steel/aluminum MU's, that were quite similar to the SP cars.

However, the SP cars used pantographs and overhead wires, while the NWP used third rail.

Between 1939 and 1941, the big "Red Electrics" were operated by the short-lived "IER" (Interurban Electric Railway)

The NWP electrics (which also included older, wooden, open platform cars) were the last commuter trains in the Bay area to connect with ferryboats in the Bay area (1941)

Note in these pictures that both the SP/IER and NWP cars utilized sliding mesh gates at the vestibules, instead of doors.

A number of these modern cars later went to the PE, to become the famed "Blimps".........

http://www.newdavesrailpix.com/odds/ca/htm/ier01.htm

http://www.newdavesrailpix.com/odds/ca/htm/nwp01.htm

(courtesy: dave's railpix)
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NEW YORK OMNIBUS 2629
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PostPosted: Thu Apr 02, 2020 10:14 pm    Post subject: Reply with quote

Prior to January, 1939, trains of the Sacramento Northern also connected with "KEY" ferries at the "KEY's" ferry pier.

These photos date to the early 1940's, when trains of the "KEY", the IER, and the SN were all still operating to the new Transbay Terminal in San Francisco.

Not long after these photos were taken, both the IER and SN trains would be gone, leaving only the "KEY" trains, which continued to operated until 1958.........

http://www.newdavesrailpix.com/sn/htm/sn062.htm

http://www.newdavesrailpix.com/sn/htm/sn068.htm

(courtesy: dave's railpix)
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PostPosted: Thu Apr 02, 2020 10:25 pm    Post subject: Reply with quote

An interesting little "capsule" history on the NWP ferries and trains.......

https://www.mendorailhistory.org/1_railroads/nwp/ferries.htm
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PostPosted: Thu Apr 02, 2020 10:30 pm    Post subject: Reply with quote

Recalling the "GOLDEN GATE" auto ferries of the Bay........

https://en.wikipedia.org/wiki/Golden_Gate_Ferry_Company
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PostPosted: Thu Apr 02, 2020 10:43 pm    Post subject: Reply with quote

The SP's graceful sidewheeler "PIEDMONT" operated between the Oakland Pier and San Francisco from 1883 until 1939.

She also had the distinction of being the first ferry to dock at the new Ferry Building, when it opened in 1898; she was also the first ferryboat on the Bay to be equipped with electric lights.........

https://localwiki.org/oakland/Piedmont_ferryboat
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PostPosted: Thu Apr 02, 2020 11:18 pm    Post subject: Reply with quote

As mentioned earlier, the loading/unloading of the ferries on San Francisco Bay differed from operations in New York, in that, regarding upper deck loading, hydraulically-operated aprons from the upper level of the Ferry Building (also, Oakland Pier) were lowered port and starboard on the upper deck, instead of the terminal's upper loading bridges facing the bow of the ferry, which was the norm in New York Harbor.

At Oakland Pier (SP) for instance, main line passengers walked straight off the boat on the lower deck and into the terminal.

The lower and upper loading ramps off to the side, however, led commuters to the electric commuter trains.........

"NYO"
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PostPosted: Thu Apr 02, 2020 11:39 pm    Post subject: Reply with quote

In discussing the bygone ferries of San Francisco Bay, mention must be made of the Washington State Ferries.......

https://en.wikipedia.org/wiki/Washington_State_Ferries
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PostPosted: Thu Apr 02, 2020 11:44 pm    Post subject: Reply with quote

Also related to the old commuter ferries of the Bay......

https://en.wikipedia.org/wiki/Key_System *

https://en.wikipedia.org/wiki/East_Bay_Electric_Lines

*Old photos include a few depicting the old "KEY" ferry pier.......
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PostPosted: Thu Apr 02, 2020 11:55 pm    Post subject: Reply with quote

Ironically, after the "KEY's" electric rail system was scrapped in 1958, it was beginning to become clear that the private auto was NOT the entire solution of commutation travel.

By the 1960's, the construction and rebirth of electric rail commutation (sans ferries) was underway, and, today the busy BART network can be said to be the descendent of the old Key System.......

https://en.wikipedia.org/wiki/Bay_Area_Rapid_Transit
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PostPosted: Fri Apr 03, 2020 12:08 am    Post subject: Reply with quote

Here's a few older BART photos.....at least, electric rail commutation was coming back to the San Francisco Bay area...... Very Happy

http://www.newdavesrailpix.com/sf/htm/sf111.htm

http://www.newdavesrailpix.com/sf/htm/sf103.htm

http://www.newdavesrailpix.com/sf/htm/sf090.htm

(courtesy: dave's railpix)
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PostPosted: Fri Apr 03, 2020 12:21 am    Post subject: Reply with quote

Today's San Francisco Bay ferries, the "Blue & Gold Fleet"........

https://en.wikipedia.org/wiki/Blue_&_Gold_Fleet

https://www.blueandgoldfleet.com
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PostPosted: Fri Apr 03, 2020 9:53 pm    Post subject: Reply with quote

A long-lived relic of another era, recalling the days of auto ferries on San Francisco Bay........

https://bridgehunter.com/ca/san-francisco/bh57529

(courtesy: bridgehunter)
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PostPosted: Fri Apr 03, 2020 9:58 pm    Post subject: Reply with quote

Had the "KEY's" electric trains survived another decade or so (recall, service ended in 1958), perhaps the system might have been incorporated into the then-abuilding BART network.

Of course, the old "Bridge Train" units would have been replaced with modern equipment, but , regardless, it would have been interesting to see the old "KEY" system (or, rather, what was left of it), incorporated into the new BART rapid transit network........

"NYO"
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PostPosted: Fri Apr 03, 2020 10:32 pm    Post subject: Reply with quote

When they first entered service in the 1930's (prior to service to San Francisco via the lower level of the new Bay Bridge), the articulated "Bridge Units" of the "KEY" indeed look quite futuristic and modern, sharp contrasts to the older interurban-style electrics.

But, as per the old saying, "appearances can be deceiving".

The "KEY" aquired 88 such units, with the last arriving in 1939.

Though they all looked identical, the units were built by three different builders:

BETHLEHEM STEEL

ST. LOUIS CAR COMPANY

(The remaining units were built in the Key System's shops)

Interestingly, a number of these modern-looking cars utilized motors, controls, seats, and brakes rescued from older equipment about to be scrapped.

Because so many of the "Bridge Units" (which originally ran to the ferry pier) utilized components from older cars, and all had to be compatible with each other, the streamlined cars were not as speedy as you might think, and many were also rough riding.

Oddly enough, in this pre-air conditioned era, the cars were built with windows that could not be opened; on hot days, ventilation consisted of the units operating with the end train doors opened!

During the off-hours, units laying over at the ferry pier (under the sheds) or in the yards, had their window shades drawn, to try to keep the trains at least a little cooler inside.

Early in their careers, the "Bridge Units" could (and often did) MU with older equipment (500 and 600 series cars), making for consists that indeed caught the eyes of local railfans, to be sure!

After the 1958 abandonment, the Bridge Trains were mostly scrapped, but 29 of them were sold to an electric rail system in Argentina, where (along with some ex-PE rolling stock) they ran at least until sometime in the 1970's.

Thankfully, four of these unique electric MU's have been preserved........

"NYO"

See:

http://www.nycsubway.org/perl/show?16069

http://www.nycsubway.org/perl/show?16266

(courtesy: nycsubway.org)
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