This 30-Mile East Bay Trail Has Roots on the Railroad
How Oakland's 16th Street Train Station Helped Build West Oakland and the Modern Civil Rights Movement
Southern California Amtrak Line Offers Up-Close View of Climate Change's Impact on Beaches
The Story Behind Those Old Train Tunnels in the Santa Cruz Mountains
Two Iconic California Trains Face Schedule Cuts as Pandemic Slows Long-Distance Travel
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Press Club's Radio Journalist of the Year Award.\r\n\r\nWhen not working, Saul spends his time trying to hone his amateur photography skills and spending as much time as possible in bookstores and coffee houses.","avatar":"https://secure.gravatar.com/avatar/06e10f8ad252ef896cc4dc6bbee5f901?s=600&d=blank&r=g","twitter":null,"facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"news","roles":["author"]}],"headData":{"title":"Saul Gonzalez | KQED","description":"Host, The California Report","ogImgSrc":"https://secure.gravatar.com/avatar/06e10f8ad252ef896cc4dc6bbee5f901?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/06e10f8ad252ef896cc4dc6bbee5f901?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/sgonzalez"},"adahlstromeckman":{"type":"authors","id":"11785","meta":{"index":"authors_1591205172","id":"11785","found":true},"name":"Azul Dahlstrom-Eckman","firstName":"Azul","lastName":"Dahlstrom-Eckman","slug":"adahlstromeckman","email":"adahlstrom-eckman@kqed.org","display_author_email":true,"staff_mastheads":[],"title":"Weekend News Editor","bio":"Azul is the Weekend News Editor at KQED, responsible for overseeing radio and digital news on the weekends. He joined KQED in 2021 as an alumna of KALW's Audio Academy radio journalism training program. He was born and raised on Potrero Hill in San Francisco and holds a B.A. in Environmental Studies from the University of Oregon.","avatar":"https://secure.gravatar.com/avatar/99c0cfc680078897572931b34e941e1e?s=600&d=blank&r=g","twitter":"@zuliemann","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"arts","roles":["editor"]},{"site":"news","roles":["editor"]},{"site":"science","roles":["editor"]}],"headData":{"title":"Azul Dahlstrom-Eckman | KQED","description":"Weekend News Editor","ogImgSrc":"https://secure.gravatar.com/avatar/99c0cfc680078897572931b34e941e1e?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/99c0cfc680078897572931b34e941e1e?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/adahlstromeckman"}},"breakingNewsReducer":{},"campaignFinanceReducer":{},"firebase":{"requesting":{},"requested":{},"timestamps":{},"data":{},"ordered":{},"auth":{"isLoaded":false,"isEmpty":true},"authError":null,"profile":{"isLoaded":false,"isEmpty":true},"listeners":{"byId":{},"allIds":[]},"isInitializing":false,"errors":[]},"navBarReducer":{"navBarId":"news","fullView":true,"showPlayer":false},"navMenuReducer":{"menus":[{"key":"menu1","items":[{"name":"News","link":"/","type":"title"},{"name":"Politics","link":"/politics"},{"name":"Science","link":"/science"},{"name":"Education","link":"/educationnews"},{"name":"Housing","link":"/housing"},{"name":"Immigration","link":"/immigration"},{"name":"Criminal Justice","link":"/criminaljustice"},{"name":"Silicon Valley","link":"/siliconvalley"},{"name":"Forum","link":"/forum"},{"name":"The California Report","link":"/californiareport"}]},{"key":"menu2","items":[{"name":"Arts & Culture","link":"/arts","type":"title"},{"name":"Critics’ Picks","link":"/thedolist"},{"name":"Cultural Commentary","link":"/artscommentary"},{"name":"Food & Drink","link":"/food"},{"name":"Bay Area Hip-Hop","link":"/bayareahiphop"},{"name":"Rebel Girls","link":"/rebelgirls"},{"name":"Arts Video","link":"/artsvideos"}]},{"key":"menu3","items":[{"name":"Podcasts","link":"/podcasts","type":"title"},{"name":"Bay Curious","link":"/podcasts/baycurious"},{"name":"Rightnowish","link":"/podcasts/rightnowish"},{"name":"The Bay","link":"/podcasts/thebay"},{"name":"On Our Watch","link":"/podcasts/onourwatch"},{"name":"Mindshift","link":"/podcasts/mindshift"},{"name":"Consider This","link":"/podcasts/considerthis"},{"name":"Political Breakdown","link":"/podcasts/politicalbreakdown"}]},{"key":"menu4","items":[{"name":"Live Radio","link":"/radio","type":"title"},{"name":"TV","link":"/tv","type":"title"},{"name":"Events","link":"/events","type":"title"},{"name":"For Educators","link":"/education","type":"title"},{"name":"Support KQED","link":"/support","type":"title"},{"name":"About","link":"/about","type":"title"},{"name":"Help Center","link":"https://kqed-helpcenter.kqed.org/s","type":"title"}]}]},"pagesReducer":{},"postsReducer":{"stream_live":{"type":"live","id":"stream_live","audioUrl":"https://streams.kqed.org/kqedradio","title":"Live Stream","excerpt":"Live Stream information currently unavailable.","link":"/radio","featImg":"","label":{"name":"KQED Live","link":"/"}},"stream_kqedNewscast":{"type":"posts","id":"stream_kqedNewscast","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/newscast.mp3?_=1","title":"KQED Newscast","featImg":"","label":{"name":"88.5 FM","link":"/"}},"news_11952468":{"type":"posts","id":"news_11952468","meta":{"index":"posts_1591205157","site":"news","id":"11952468","score":null,"sort":[1686218427000]},"guestAuthors":[],"slug":"this-30-mile-east-bay-trail-has-roots-on-the-railroad","title":"This 30-Mile East Bay Trail Has Roots on the Railroad","publishDate":1686218427,"format":"audio","headTitle":"This 30-Mile East Bay Trail Has Roots on the Railroad | KQED","labelTerm":{},"content":"\u003cp>\u003cem>\u003ca href=\"https://bit.ly/43MYaqt\">Read a transcript of this episode. \u003c/a>\u003c/em>\u003c/p>\n\u003cp>Several days a week, Bay Curious listener Linda Au walks along the \u003ca href=\"https://www.ebparks.org/trails/interpark/iron-horse\">Iron Horse Regional Trail\u003c/a> in Concord, near where she lives. It’s a paved, multiuse trail that runs alongside the \u003cem>actual\u003c/em> Walnut Creek that the city to the south is named for. Thanks to this winter’s abundant rainfall, tall grasses line the trail and water now flows in what had been a dry creek bed.\u003c/p>\n\u003cp>One day, Au’s job required her to visit an office in Pleasanton and she took a bus to get there. She said that when she arrived at her destination, “I saw the sign for Iron Horse Trail in Pleasanton. I was shocked. I didn’t know that it went all the way down there, and that was when my interest was piqued.” [baycuriouspodcastinfo]\u003c/p>\n\u003cp>The trail’s name gave a hint of its origins, prompting Au to ask about the train line that preceded it.\u003c/p>\n\u003cp>“When did actual trains run? Did they carry passengers? Where were the train stations located? Was the historic Walnut Creek Station one of them?”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That last question goes back further in Au’s own life. She grew up in Walnut Creek, where for a long time an old railroad depot housed a steak restaurant.\u003c/p>\n\u003cp>“I grew up passing by looking at it thinking, ‘Oh, what a cool building,’” she said. “And then (feeling) kind of sad that it wasn’t used as a train station anymore.”\u003c/p>\n\u003cp>Bay Curious set out to answer Au’s questions and explore the history of this popular East Bay Regional Park District trail through the San Ramon Valley in Contra Costa County.\u003c/p>\n\u003ch2>A new way to travel\u003c/h2>\n\u003cp>The transcontinental railroad arrived in California in 1869, with the potential to transform life for area residents. Now travel across the country to Chicago and New York could be done from the relative comfort of a train car rather than along the arduous routes cut by horse-drawn wagons. But to make use of the new system, a person — or a load of freight — first had to get to one of the major rail lines. In the San Ramon Valley, that was a challenge at the time. And winter travel meant muddy, rutted roads that at times became completely impassable.\u003c/p>\n\u003cp>Beverly Lane, curator of the Museum of the San Ramon Valley in Danville and a former board member of the East Bay Regional Park District, says some early residents in the area started to lobby for a branch line of the railroad — a connection that would extend south from the mainline near Martinez.\u003c/p>\n\u003cp>Lane says Southern Pacific wasn’t keen on investing in a branch line.\u003c/p>\n\u003cp>“They didn’t see that it would be a big moneymaker,” she said. “And so they said they wouldn’t pay for the right-of-way.”\u003c/p>\n\u003cp>The right-of-way is the corridor of land that contains the train tracks and a buffer on either side. The railroad company needs to own it in order to put down track and operate a train. Lane says much of the proposed right-of-way was privately owned at the time.\u003c/p>\n\u003cp>“People had to deed the right-of-way to them, and there were some people who didn’t see why they should be giving [away] land that would go through their ranch, when others were going to take advantage of [the train] and they didn’t lose land to the railroad,” she said.\u003c/p>\n\u003cp>Ultimately, deep-pocketed supporters of the branch line raised $15,000 to buy rights from the reluctant landowners. That’s about half a million dollars in today’s money. The rest of the needed land was donated, and the branch line was built and began operating in 1891.\u003c/p>\n\u003cfigure id=\"attachment_11952481\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11952481\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892-800x490.jpg\" alt=\"Black and white image of a train station. People mill about near the building. A steam engine is on the tracks, and a horse and carriage sits outside the building.\" width=\"800\" height=\"490\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892-800x490.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892-160x98.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892.jpg 813w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The lively Danville train depot in 1892, one year after the San Ramon Branch Line was built to connect the San Ramon Valley to the larger transcontinental railroad. \u003ccite>(Courtesy Museum of the San Ramon Valley)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“When the train first started, there was lots of enthusiasm and it carried passengers and freight,” Lane said. “People came on excursions. So it was an all-purpose Southern Pacific steam railroad.”\u003c/p>\n\u003cp>Having a train line changed the communities, especially where the tracks ran close to downtown, as in Danville. Lane says that community gained its first subdivision as a direct result of the train. A major landowner carved up his property so the town could expand to fill the one long block from downtown to the train depot. After its initial success, Southern Pacific extended the line a bit farther south to connect to the Oakland-to-Tracy mainline.\u003c/p>\n\u003cp>Within 20 years of the train’s arrival in the San Ramon Valley, the population of Contra Costa County had more than doubled. Growth was happening all around, of course, but the train certainly contributed. It made year-round travel reliable, and because shipping was so much faster, farmers shifted from growing grain, which could be stored for a long time, to more perishable things like cherries and pears. Warehouses presented new business ventures, and with people traveling more, hotels and other amenities helped small towns grow.\u003c/p>\n\u003cp>But the rapid rise of cars and trucks spelled doom for the line — regular passenger service ended in the 1930s. Service picked up during World War II, when trains ferried soldiers through the valley and hauled rock for military construction projects. But after the war, Southern Pacific’s use of the tracks diminished further. Lane says when she moved to Danville in the 1970s, the company would occasionally send a train down the line “just to assert their ability to run a train.”\u003c/p>\n\u003cfigure id=\"attachment_11952480\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11952480\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-800x533.jpg\" alt=\"A light brown wooden building with dark brown trim and many windows.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-2048x1365.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Museum of the San Ramon Valley in Danville is housed in that city’s original train depot, built back in 1891. \u003ccite>(Amy Mayer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Repurposing the right-of-way\u003c/h2>\n\u003cp>Southern Pacific ended service altogether in the 1970s, a time when many little-used train tracks were being decommissioned throughout the country. This often prompted residents to look differently at the straight, clear corridors, generally filled with weeds and abandoned tracks.\u003c/p>\n\u003cp>The national \u003ca href=\"https://www.railstotrails.org/\">rails-to-trails movement\u003c/a> was gaining momentum at the time. Since the early 1980s, across the country some 24,000 miles of trails have replaced train tracks on existing rights-of-way — including more than 1,000 miles in California.\u003c/p>\n\u003cp>Lane and a group of trail supporters asked the East Bay Regional Park District about converting the San Ramon Branch Line into a multiuse trail. They were surprised to learn the agency, which serves Alameda and Contra Costa counties, had that project on its radar, though it wasn’t top of the priority list.\u003c/p>\n\u003cp>“It made a big difference if there was a public group that was advocating for it,” Lane said, “which indeed was the case.”\u003c/p>\n\u003cp>Contra Costa County was able to buy the right-of-way from Southern Pacific, and that preserved the space for public use.\u003c/p>\n\u003cp>“In stops and starts, that’s how the Iron Horse Regional Trail came about,” Lane said.\u003c/p>\n\u003cfigure id=\"attachment_11952479\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11952479\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-800x533.jpg\" alt=\"An older woman with white hair unlatches a pair of sliding doors.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-2048x1365.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Historian Beverly Lane demonstrates how the historic Danville train depot’s original sliding doors still function. \u003ccite>(Amy Mayer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The original Walnut Creek train depot has been expanded and renovated, and the refurbished building sits right on the trail. The same building style is also preserved in Danville, where the original depot building now houses the \u003ca href=\"https://museumsrv.org/\">Museum of the San Ramon Valley\u003c/a>. The regional history museum is not focused on trains, but remnants of the building’s history remain.\u003c/p>\n\u003cp>Lane unlatches the original large sliding doors that open to the street side. A matching set would have been on the track side to allow easy transit of cargo between wagons and train cars. A scale built into the floor is still present and functional. The brown and beige two-story building has many windows that flood the indoor space with natural light. The stationmaster would have lived on the second floor.\u003c/p>\n\u003cp>While today’s runners, cyclists, inline skaters and dog walkers could travel miles on the trail without considering its railroad history, there’s no denying that the Iron Horse Regional Trail is a direct descendant of the San Ramon Branch Line.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n","blocks":[],"excerpt":"Iron Horse Regional Trail in the East Bay runs more than 30 miles. Its origins go back to the first train line in the San Ramon Valley, which forever changed the towns in that area.","status":"publish","parent":0,"modified":1700531552,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"hasPolis":false,"paragraphCount":31,"wordCount":1424},"headData":{"title":"This 30-Mile East Bay Trail Has Roots on the Railroad | KQED","description":"Iron Horse Regional Trail in the East Bay runs more than 30 miles. Its origins go back to the first train line in the San Ramon Valley, which forever changed the towns in that area.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"This 30-Mile East Bay Trail Has Roots on the Railroad","datePublished":"2023-06-08T10:00:27.000Z","dateModified":"2023-11-21T01:52:32.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"Bay Curious","sourceUrl":"https://www.kqed.org/podcasts/baycurious","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/pdst.fm/e/chrt.fm/track/G6C7C3/traffic.megaphone.fm/KQINC5373962392.mp3?updated=1686176219","nprByline":"\u003ca href=\"https://www.amymayerwrites.com/\">Amy Mayer\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11952468/this-30-mile-east-bay-trail-has-roots-on-the-railroad","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"https://bit.ly/43MYaqt\">Read a transcript of this episode. \u003c/a>\u003c/em>\u003c/p>\n\u003cp>Several days a week, Bay Curious listener Linda Au walks along the \u003ca href=\"https://www.ebparks.org/trails/interpark/iron-horse\">Iron Horse Regional Trail\u003c/a> in Concord, near where she lives. It’s a paved, multiuse trail that runs alongside the \u003cem>actual\u003c/em> Walnut Creek that the city to the south is named for. Thanks to this winter’s abundant rainfall, tall grasses line the trail and water now flows in what had been a dry creek bed.\u003c/p>\n\u003cp>One day, Au’s job required her to visit an office in Pleasanton and she took a bus to get there. She said that when she arrived at her destination, “I saw the sign for Iron Horse Trail in Pleasanton. I was shocked. I didn’t know that it went all the way down there, and that was when my interest was piqued.” \u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The trail’s name gave a hint of its origins, prompting Au to ask about the train line that preceded it.\u003c/p>\n\u003cp>“When did actual trains run? Did they carry passengers? Where were the train stations located? Was the historic Walnut Creek Station one of them?”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That last question goes back further in Au’s own life. She grew up in Walnut Creek, where for a long time an old railroad depot housed a steak restaurant.\u003c/p>\n\u003cp>“I grew up passing by looking at it thinking, ‘Oh, what a cool building,’” she said. “And then (feeling) kind of sad that it wasn’t used as a train station anymore.”\u003c/p>\n\u003cp>Bay Curious set out to answer Au’s questions and explore the history of this popular East Bay Regional Park District trail through the San Ramon Valley in Contra Costa County.\u003c/p>\n\u003ch2>A new way to travel\u003c/h2>\n\u003cp>The transcontinental railroad arrived in California in 1869, with the potential to transform life for area residents. Now travel across the country to Chicago and New York could be done from the relative comfort of a train car rather than along the arduous routes cut by horse-drawn wagons. But to make use of the new system, a person — or a load of freight — first had to get to one of the major rail lines. In the San Ramon Valley, that was a challenge at the time. And winter travel meant muddy, rutted roads that at times became completely impassable.\u003c/p>\n\u003cp>Beverly Lane, curator of the Museum of the San Ramon Valley in Danville and a former board member of the East Bay Regional Park District, says some early residents in the area started to lobby for a branch line of the railroad — a connection that would extend south from the mainline near Martinez.\u003c/p>\n\u003cp>Lane says Southern Pacific wasn’t keen on investing in a branch line.\u003c/p>\n\u003cp>“They didn’t see that it would be a big moneymaker,” she said. “And so they said they wouldn’t pay for the right-of-way.”\u003c/p>\n\u003cp>The right-of-way is the corridor of land that contains the train tracks and a buffer on either side. The railroad company needs to own it in order to put down track and operate a train. Lane says much of the proposed right-of-way was privately owned at the time.\u003c/p>\n\u003cp>“People had to deed the right-of-way to them, and there were some people who didn’t see why they should be giving [away] land that would go through their ranch, when others were going to take advantage of [the train] and they didn’t lose land to the railroad,” she said.\u003c/p>\n\u003cp>Ultimately, deep-pocketed supporters of the branch line raised $15,000 to buy rights from the reluctant landowners. That’s about half a million dollars in today’s money. The rest of the needed land was donated, and the branch line was built and began operating in 1891.\u003c/p>\n\u003cfigure id=\"attachment_11952481\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11952481\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892-800x490.jpg\" alt=\"Black and white image of a train station. People mill about near the building. A steam engine is on the tracks, and a horse and carriage sits outside the building.\" width=\"800\" height=\"490\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892-800x490.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892-160x98.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/Depot-1892.jpg 813w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The lively Danville train depot in 1892, one year after the San Ramon Branch Line was built to connect the San Ramon Valley to the larger transcontinental railroad. \u003ccite>(Courtesy Museum of the San Ramon Valley)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“When the train first started, there was lots of enthusiasm and it carried passengers and freight,” Lane said. “People came on excursions. So it was an all-purpose Southern Pacific steam railroad.”\u003c/p>\n\u003cp>Having a train line changed the communities, especially where the tracks ran close to downtown, as in Danville. Lane says that community gained its first subdivision as a direct result of the train. A major landowner carved up his property so the town could expand to fill the one long block from downtown to the train depot. After its initial success, Southern Pacific extended the line a bit farther south to connect to the Oakland-to-Tracy mainline.\u003c/p>\n\u003cp>Within 20 years of the train’s arrival in the San Ramon Valley, the population of Contra Costa County had more than doubled. Growth was happening all around, of course, but the train certainly contributed. It made year-round travel reliable, and because shipping was so much faster, farmers shifted from growing grain, which could be stored for a long time, to more perishable things like cherries and pears. Warehouses presented new business ventures, and with people traveling more, hotels and other amenities helped small towns grow.\u003c/p>\n\u003cp>But the rapid rise of cars and trucks spelled doom for the line — regular passenger service ended in the 1930s. Service picked up during World War II, when trains ferried soldiers through the valley and hauled rock for military construction projects. But after the war, Southern Pacific’s use of the tracks diminished further. Lane says when she moved to Danville in the 1970s, the company would occasionally send a train down the line “just to assert their ability to run a train.”\u003c/p>\n\u003cfigure id=\"attachment_11952480\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11952480\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-800x533.jpg\" alt=\"A light brown wooden building with dark brown trim and many windows.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-2048x1365.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-MuseumSRV-bldg-ahm_1185-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Museum of the San Ramon Valley in Danville is housed in that city’s original train depot, built back in 1891. \u003ccite>(Amy Mayer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Repurposing the right-of-way\u003c/h2>\n\u003cp>Southern Pacific ended service altogether in the 1970s, a time when many little-used train tracks were being decommissioned throughout the country. This often prompted residents to look differently at the straight, clear corridors, generally filled with weeds and abandoned tracks.\u003c/p>\n\u003cp>The national \u003ca href=\"https://www.railstotrails.org/\">rails-to-trails movement\u003c/a> was gaining momentum at the time. Since the early 1980s, across the country some 24,000 miles of trails have replaced train tracks on existing rights-of-way — including more than 1,000 miles in California.\u003c/p>\n\u003cp>Lane and a group of trail supporters asked the East Bay Regional Park District about converting the San Ramon Branch Line into a multiuse trail. They were surprised to learn the agency, which serves Alameda and Contra Costa counties, had that project on its radar, though it wasn’t top of the priority list.\u003c/p>\n\u003cp>“It made a big difference if there was a public group that was advocating for it,” Lane said, “which indeed was the case.”\u003c/p>\n\u003cp>Contra Costa County was able to buy the right-of-way from Southern Pacific, and that preserved the space for public use.\u003c/p>\n\u003cp>“In stops and starts, that’s how the Iron Horse Regional Trail came about,” Lane said.\u003c/p>\n\u003cfigure id=\"attachment_11952479\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11952479\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-800x533.jpg\" alt=\"An older woman with white hair unlatches a pair of sliding doors.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-2048x1365.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/06/04252023-Beverly-Lane-w-doors-ahm_1174-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Historian Beverly Lane demonstrates how the historic Danville train depot’s original sliding doors still function. \u003ccite>(Amy Mayer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The original Walnut Creek train depot has been expanded and renovated, and the refurbished building sits right on the trail. The same building style is also preserved in Danville, where the original depot building now houses the \u003ca href=\"https://museumsrv.org/\">Museum of the San Ramon Valley\u003c/a>. The regional history museum is not focused on trains, but remnants of the building’s history remain.\u003c/p>\n\u003cp>Lane unlatches the original large sliding doors that open to the street side. A matching set would have been on the track side to allow easy transit of cargo between wagons and train cars. A scale built into the floor is still present and functional. The brown and beige two-story building has many windows that flood the indoor space with natural light. The stationmaster would have lived on the second floor.\u003c/p>\n\u003cp>While today’s runners, cyclists, inline skaters and dog walkers could travel miles on the trail without considering its railroad history, there’s no denying that the Iron Horse Regional Trail is a direct descendant of the San Ramon Branch Line.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11952468/this-30-mile-east-bay-trail-has-roots-on-the-railroad","authors":["byline_news_11952468"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_8","news_33520"],"tags":["news_24531","news_160","news_32797","news_28132"],"featImg":"news_11952492","label":"source_news_11952468"},"news_11910890":{"type":"posts","id":"news_11910890","meta":{"index":"posts_1591205157","site":"news","id":"11910890","score":null,"sort":[1649930485000]},"guestAuthors":[],"slug":"how-oaklands-16th-street-train-station-helped-build-west-oakland-and-the-modern-civil-rights-movement","title":"How Oakland's 16th Street Train Station Helped Build West Oakland and the Modern Civil Rights Movement","publishDate":1649930485,"format":"image","headTitle":"How Oakland’s 16th Street Train Station Helped Build West Oakland and the Modern Civil Rights Movement | KQED","labelTerm":{},"content":"\u003cp>If you’re in Oakland, take 16th Street west from downtown like you’re heading to the freeway. As you travel, single-family homes will give way to vacant lots, industrial warehouses and shiny new condominiums. Pretty soon you’ll see the 880 freeway roaring above you. You’ve hit a dead end, and you’ll be staring up at Oakland’s 16th Street Station.\u003c/p>\n\u003cp>It’s a massive, 40-foot-high stone structure covered in terra-cotta tiles. Designed in the Beaux Arts style, it’s elegant, with three large arched windows over the main door. There’s a wide parking lot, an old control tower and what looks like the skeleton of an elevated train line.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>For all its grandeur, it clearly has been left to the slow decay of time. Local graffiti artists have covered its once bright walls, the perimeter is encircled by cyclone fencing and weeds grow everywhere.\u003c/p>\n\u003cp>“It definitely could have been cared for better,” says Tadd Williams, our question asker. He drives by the station on 880 every day and often wonders about the lives it has lived. “What’s the deal with the 16th Street station?” he wanted to know.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As it happens, the 16th Street station played a crucial role in the Bay Area’s transportation infrastructure during the golden age of rail travel, helped establish a working-class Black community in West Oakland and was a major organizing force behind America’s first Black union.\u003c/p>\n\u003ch2>The golden age of rail travel\u003c/h2>\n\u003cp>The 16th Street station opened in 1912. Trains were the way to get around, and Oakland soon became a major hub for the Southern Pacific Railroad, which operated a rail yard there. In the decades following its opening, the station boomed.\u003c/p>\n\u003cfigure id=\"attachment_11910937\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11910937\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Busy_scene_on_the_Southern_Pacific_RR_Oakland_Pier_San_Francisco_CJ_Allen_Steel_Highway_1928-800x479.jpeg\" alt=\"Black and white photo of multiple rail lines and trains exiting a busy train station.\" width=\"800\" height=\"479\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Busy_scene_on_the_Southern_Pacific_RR_Oakland_Pier_San_Francisco_CJ_Allen_Steel_Highway_1928-800x479.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Busy_scene_on_the_Southern_Pacific_RR_Oakland_Pier_San_Francisco_CJ_Allen_Steel_Highway_1928-160x96.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Busy_scene_on_the_Southern_Pacific_RR_Oakland_Pier_San_Francisco_CJ_Allen_Steel_Highway_1928.jpeg 803w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Southern Pacific lines approaching Oakland Pier Terminal in 1928. \u003ccite>(\u003ca href=\"https://upload.wikimedia.org/wikipedia/commons/c/c6/Busy_scene_on_the_Southern_Pacific_RR%2C_Oakland_Pier%2C_San_Francisco_%28CJ_Allen%2C_Steel_Highway%2C_1928%29.jpg\">Wikimedia Commons\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It was like an airport is today,” said Mitchell Schwarzer, a professor at California College of the Arts and author of the book “\u003ca href=\"https://www.ucpress.edu/book/9780520391536/hella-town\">Hella Town: Oakland’s History of Development and Disruption\u003c/a>.” “Back in the day, there would have been 50 or more trains coming into the station from long distances every day.”\u003c/p>\n\u003cp>Hundreds of interurban trains would pass through from all over the East Bay, as would hundreds more street cars. Some trains ran on the first elevated train tracks to be constructed west of the Mississippi.\u003c/p>\n\u003cp>The Bay Bridge wasn’t constructed until 1936, so for many years the 16th Street station was a passthrough for travelers headed to San Francisco. Trains took passengers out onto “\u003ca href=\"https://www.youtube.com/watch?v=zXbicSxD0_g\">moles\u003c/a>” — essentially, wooden piers built far out into the bay. Riders then would transfer to a ferry for the final leg of their journey.\u003c/p>\n\u003cfigure id=\"attachment_11910936\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003ca href=\"https://commons.wikimedia.org/wiki/File:Key_Route_Pier_postcard_(3).jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910936\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3.jpeg\" alt=\"A color drawing shows ferries and other boats out in the Bay with a long stretch of rail tracks connecting back to the mainland.\" width=\"1600\" height=\"1002\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3.jpeg 1600w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3-800x501.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3-1020x639.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3-160x100.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3-1536x962.jpeg 1536w\" sizes=\"(max-width: 1600px) 100vw, 1600px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Postcard circa 1915-1930: “The Key Route Pier: San Francisco-Oakland-Berkeley, Cal.” \u003ccite>(\u003ca href=\"https://commons.wikimedia.org/wiki/File:Key_Route_Pier_postcard_(3).jpg\">Wikimedia Commons\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Perhaps even more surprising, two lanes of traffic on the lower deck of the Bay Bridge were once devoted to rail travel. From 1936, the year the Bay Bridge opened, until 1941, riders could board a train at 16th Street station and take it across the bridge into San Francisco.\u003c/p>\n\u003cp>The Southern Pacific Railroad was a major employer in Oakland, and workers migrated from all over the country to live and work in West Oakland near the station.\u003c/p>\n\u003cp>Levy Laird arrived in Oakland in the 1920s, and found a job working as a cook on trains. Like many Black people at the time, he was looking for a better life away from the Jim Crow South. The first steps of this new life were into Oakland’s 16th Street Station.\u003c/p>\n\u003cp>“Oakland was a golden doorway to a new life,” said Alan Laird, Levy’s son. “When the doors opened up, and the passengers were departing the train, the engine would let off this last blast of steam. It was like a sigh of relief, like hope is here, we made it, and now we are in a new home.”\u003c/p>\n\u003ch2>Pullman car porters make their mark on West Oakland\u003c/h2>\n\u003cp>Cross-country rail travel could be long, harsh and uncomfortable. So, it was only a matter of time until companies started catering to the wealthy who wanted to travel in style. The Pullman Palace Car Company was known for its luxury sleeping cars, like hotels on wheels.\u003c/p>\n\u003cfigure id=\"attachment_11910920\" class=\"wp-caption aligncenter\" style=\"max-width: 2288px\">\u003ca href=\"https://lccn.loc.gov/2012649450\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910920\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar.png\" alt=\"Black and white photo of a woman in early 20th century clothing reading while lying down in a sleeping birth on a train. A small hammock for belongings hands abvoe her.\" width=\"2288\" height=\"858\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar.png 2288w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-800x300.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-1020x383.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-160x60.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-1536x576.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-2048x768.png 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-1920x720.png 1920w\" sizes=\"(max-width: 2288px) 100vw, 2288px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A woman reading in bed in a Pullman car berth with curtains up, circa 1905. \u003ccite>(\u003ca href=\"https://lccn.loc.gov/2012649450\">Geo. R. Lawrence Co./Library of Congress\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Imagine travelers sitting on plush seats, chandeliers hanging from ceilings, windows with silk curtains and dark walnut woodwork. Travelers could get almost anything on a Pullman car, and it took an army of employees to deliver that experience.\u003c/p>\n\u003cp>Pullman employed maids, waiters and cooks to provide top-quality service. But the porters were the most renowned part of the operation. They would carry luggage, shine shoes and wait on passengers’ every need. The Pullman Palace Car Company hired almost exclusively Black men for these jobs.\u003c/p>\n\u003cp>“There was this racist idea of Blacks serving whites in a subsidiary role,” Schwarzer said.\u003c/p>\n\u003cp>\u003ca href=\"https://interactive.wttw.com/a/chicago-stories-pullman-porters\">Pullman managers expected porters to work 20-hour shifts.\u003c/a> They were at the beck and call of passengers at any time, day or night. Many customers wouldn’t even call the porters by their given names, instead referring to them all as “George,” after the company’s founder, George Pullman.\u003c/p>\n\u003cp>Conditions didn’t improve over time. One report from 1935 found that the porters made just $0.278 per hour, whereas workers in manufacturing or federally funded New Deal projects made twice that. Yet despite the terrible working conditions, being a porter was considered a good job. It was one of the few opportunities Black people had to travel and earn a steady income.\u003c/p>\n\u003cfigure id=\"attachment_11911065\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11911065 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-800x1073.jpg\" alt=\"A very old and poor quality image shows a man wearing a pullman porters uniform holding 2 pieces of luggage at a train station.\" width=\"800\" height=\"1073\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-800x1073.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-1020x1368.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-160x215.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-1145x1536.jpg 1145w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319.jpg 1267w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Clinton Jones stands at a railroad station wearing a porter’s uniform and holding two pieces of luggage, circa 1920. \u003ccite>(Cottrell Laurence Dellums papers/African American Museum and Library at Oakland)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It was a huge source of employment for Blacks around the country,” Schwarzer said. “The porters had a kind of role as ambassadors of information throughout the United States to Black communities.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.pbs.org/blackpress/news_bios/defender.html\">Porters often distributed the Chicago Defender\u003c/a> — the largest Black newspaper at the time — across the country, including to the American South, where the paper was banned in some places. The Defender helped fuel the Great Migration out of the South by informing people of opportunities elsewhere.\u003c/p>\n\u003cp>The porters also were talking to each other on their long trips, and organizing to take on the systemic racism in the railroad business. In 1925, the porters announced they wanted to form a union. It would come to be known as the Brotherhood of Sleeping Car Porters — the first Black union in the country. It was based in Chicago.\u003c/p>\n\u003cp>“But the vice president, C.L. Dellums, was based in Oakland,” Schwarzer said. “So Oakland takes on a very large role within the brotherhood. It’s kind of the secondary headquarters of the brotherhood.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.britannica.com/topic/Brotherhood-of-Sleeping-Car-Porters\">The struggle to unionize was a long one, taking 12 years.\u003c/a> The Pullman company fired workers who tried to organize, and did everything they could to discourage the union. But in the end, the porters were successful, and Oakland played no small part.\u003c/p>\n\u003cfigure id=\"attachment_11911063\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11911063\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048-800x654.jpg\" alt=\"A photo shows three black men in suits and ties standing in front of a banner for the Brotherhood of Sleeping Car Porters\" width=\"800\" height=\"654\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048-800x654.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048-1020x834.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048-160x131.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048.jpg 1252w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">From left, C.L. Dellums, vice president of the Brotherhood of Sleeping Car Porters; A. Philip Randolph, president; and unidentified man, at the 28th anniversary of the union, in 1953. \u003ccite>(Cottrell Laurence Dellums papers/African American Museum and Library at Oakland)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s widely reported that the branch that was the most steadfast, that had the largest membership, who supported ongoing union efforts, was the Oakland branch under C.L. Dellums,” Schwarzer said.\u003c/p>\n\u003cp>The Brotherhood of Sleeping Car Porters is credited with helping to establish the Black middle class in America, as well as the modern civil rights movement. \u003ca href=\"https://www.zinnedproject.org/news/tdih/a-philip-randolph-first-call-mow/\">In 1941, the porters threatened to march on Washington to protest employment discrimination.\u003c/a> This was more than 20 years before the March on Washington where Martin Luther King Jr. made his “I Have a Dream” speech.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.npr.org/templates/story/story.php?storyId=103880184#:~:text=Pullman%20Porters%20Helped%20Build%20Black%20Middle%20Class%20Porters%20combined%20their,for%20the%20civil%20rights%20movement.\">porter’s offspring\u003c/a> also made their mark on history. Former San Francisco Mayor Willie Brown and former Supreme Court Justice Thurgood Marshall both are descendants of Pullman porters. C.L. Dellums’s nephew, Ron Dellums, served both as the mayor of Oakland and a U.S. Representative of California in Congress.\u003c/p>\n\u003cp>“If you look at Oakland’s history of civil rights activism, this is really the start,” Schwarzer said. “If you think about the Occupy movement in the 2010s, the Black Panthers in the ’60s and ’70s, or \u003ca href=\"https://moms4housing.org/\">Moms 4 Housing\u003c/a> now, it all goes back to the Brotherhood of Sleeping Car Porters.”\u003c/p>\n\u003cp>The good railroad jobs offered at Oakland’s 16th Street Station, along with the nearby Army base, helped the community to thrive. West Oakland had a vibrant business district, swinging nightclubs and plenty of people who owned homes. Alan Laird remembers going to the porters’ union hall with his father. He looked up to the men there.\u003c/p>\n\u003cp>“It was a vibration there,” Laird said. “It felt like I was getting vitamins from them. It was like I was a sponge receiving it all.”\u003c/p>\n\u003ch2>Redevelopment guts West Oakland\u003c/h2>\n\u003cfigure id=\"attachment_11910898\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910898\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut.jpg\" alt=\"An older Black man wearing an athletic jacket, necklace and white hat stands in the hall of an old building. Sunlight pores through a window behind him, spotlighting the floor.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Former Amtrak employee Lamar McDaniel poses for a portrait in the Main Hall of the 16th Street station in West Oakland on Feb. 16, 2022. McDaniel toured the station with KQED’s Azul Dahlstrom-Eckman and shared his memories on the podcast. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the 1950s, Oakland leaders approved two major infrastructure projects that leveled hundreds of homes and businesses, displacing thousands of mostly Black West Oakland residents. In little more than a decade, the neighborhood suffered the construction of the Cypress viaduct (part of the 880 freeway), a huge regional post office, a BART line and several other “\u003ca href=\"https://www.oaklandca.gov/topics/oaklands-history-of-resistance-to-racism\">urban renewal\u003c/a>” projects.\u003c/p>\n\u003cp>“There’s no place in the Bay Area that received more abuse than West Oakland,” Schwarzer said.\u003c/p>\n\u003cp>Without a business district, the economy of West Oakland began to decline. At the same time, the rising popularity of the automobile made the 16th Street station less relevant. By the late 1980s, just a few trains a day stopped there. In 1989, the Loma Prieta earthquake badly damaged the structure, forcing it to close. The last train rolled past it in 1994.\u003c/p>\n\u003cp>Without regular visitors, people squatted inside the building and stripped its once immaculate interior of anything useful. The tracks themselves disappeared, dug up and sold for scrap, leaving the station disconnected from the world.\u003c/p>\n\u003cp>Instead of fixing the station’s aging structure, Amtrak opened two new stations serving the Oakland area: the Jack London Square station in 1994, and the Emeryville station in 1993. The 16th Street station and West Oakland’s prosperous past became a distant memory.\u003c/p>\n\u003ch2>What’s next for the station?\u003c/h2>\n\u003cfigure id=\"attachment_11910935\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910935\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut.jpg\" alt=\"A once grand hall stands dilapidated and empty. A stairway leads up to the left and light streams in through huge windows.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Light shines through windows in the main hall of the now abandoned 16th Street station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nowadays, the station stands in a strange limbo. BRIDGE Housing, a large affordable housing nonprofit, bought the station in 2005. But after nearly two decades in their care, the station still stands vacant and in disrepair.\u003c/p>\n\u003cp>“We’re not just a housing developer, we try to develop community,” said Jim Mather, chief investment officer for BRIDGE. “I think this was seen as something that could benefit the community and something that could help bring West Oakland back.”\u003c/p>\n\u003cp>But it hasn’t gone according to plan. The building needs over $50 million dollars worth of seismic retrofitting and historic restoration. BRIDGE hoped to get help footing that massive bill from local redevelopment agencies, but the 2008 recession dashed those dreams.\u003c/p>\n\u003cfigure id=\"attachment_11910897\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910897\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg\" alt=\"A close up of one wall shows the plaster is crumbling away and bricks can be seen underneath.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Plaster has crumbled to reveal brick in the Main Hall of 16th Street Station in West Oakland, Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re on hold, trying to find the financing,” Mather said. “So if there are any billionaires listening who want a project, here it is.”\u003c/p>\n\u003cp>BRIDGE used to rent the station out for events. A few \u003ca href=\"https://www.youtube.com/watch?v=2GZbaXdK8Js\">music videos\u003c/a> were shot there. But even those uses are a thing of the past. Pieces of the ceiling can fall without warning, Mather said, and the city of Oakland won’t grant BRIDGE permits anymore.\u003c/p>\n\u003cp>“The liability is too high,” Mather said.\u003c/p>\n\u003cp>Some people want the station turned into a museum for the railroad and the porters; others want it to be an event space. Community advocates, historians and West Oaklanders who remember the building’s former glory don’t want any part of it torn down.\u003c/p>\n\u003cp>“Whatever happens here, BRIDGE is going to recognize and honor the history behind the station and its significance to the African American community of Oakland,” Mather said.\u003c/p>\n\u003cp>You may never hear a train pull into 16th Street Station again, but it’s possible the site could have a new beginning, just like the people who passed through it all those years ago.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n","blocks":[],"excerpt":"Oakland's 16th Street Station used to be a hub of transcontinental rail travel. Its presence in West Oakland helped build a thriving Black community and business district, before 1950s redevelopment, along with a new reliance on the automobile, disrupted everything.","status":"publish","parent":0,"modified":1700532810,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"hasPolis":false,"paragraphCount":48,"wordCount":2245},"headData":{"title":"How Oakland's 16th Street Train Station Helped Build West Oakland and the Modern Civil Rights Movement | KQED","description":"Oakland's 16th Street Station used to be a hub of transcontinental rail travel. Its presence in West Oakland helped build a thriving Black community and business district, before 1950s redevelopment, along with a new reliance on the automobile, disrupted everything.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"How Oakland's 16th Street Train Station Helped Build West Oakland and the Modern Civil Rights Movement","datePublished":"2022-04-14T10:01:25.000Z","dateModified":"2023-11-21T02:13:30.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"Bay Curious","sourceUrl":"https://www.kqed.org/podcasts/baycurious","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/chrt.fm/track/EBCBFA/traffic.megaphone.fm/KQINC2200691387.mp3?updated=1649955838","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11910890/how-oaklands-16th-street-train-station-helped-build-west-oakland-and-the-modern-civil-rights-movement","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you’re in Oakland, take 16th Street west from downtown like you’re heading to the freeway. As you travel, single-family homes will give way to vacant lots, industrial warehouses and shiny new condominiums. Pretty soon you’ll see the 880 freeway roaring above you. You’ve hit a dead end, and you’ll be staring up at Oakland’s 16th Street Station.\u003c/p>\n\u003cp>It’s a massive, 40-foot-high stone structure covered in terra-cotta tiles. Designed in the Beaux Arts style, it’s elegant, with three large arched windows over the main door. There’s a wide parking lot, an old control tower and what looks like the skeleton of an elevated train line.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>For all its grandeur, it clearly has been left to the slow decay of time. Local graffiti artists have covered its once bright walls, the perimeter is encircled by cyclone fencing and weeds grow everywhere.\u003c/p>\n\u003cp>“It definitely could have been cared for better,” says Tadd Williams, our question asker. He drives by the station on 880 every day and often wonders about the lives it has lived. “What’s the deal with the 16th Street station?” he wanted to know.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As it happens, the 16th Street station played a crucial role in the Bay Area’s transportation infrastructure during the golden age of rail travel, helped establish a working-class Black community in West Oakland and was a major organizing force behind America’s first Black union.\u003c/p>\n\u003ch2>The golden age of rail travel\u003c/h2>\n\u003cp>The 16th Street station opened in 1912. Trains were the way to get around, and Oakland soon became a major hub for the Southern Pacific Railroad, which operated a rail yard there. In the decades following its opening, the station boomed.\u003c/p>\n\u003cfigure id=\"attachment_11910937\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11910937\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Busy_scene_on_the_Southern_Pacific_RR_Oakland_Pier_San_Francisco_CJ_Allen_Steel_Highway_1928-800x479.jpeg\" alt=\"Black and white photo of multiple rail lines and trains exiting a busy train station.\" width=\"800\" height=\"479\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Busy_scene_on_the_Southern_Pacific_RR_Oakland_Pier_San_Francisco_CJ_Allen_Steel_Highway_1928-800x479.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Busy_scene_on_the_Southern_Pacific_RR_Oakland_Pier_San_Francisco_CJ_Allen_Steel_Highway_1928-160x96.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Busy_scene_on_the_Southern_Pacific_RR_Oakland_Pier_San_Francisco_CJ_Allen_Steel_Highway_1928.jpeg 803w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Southern Pacific lines approaching Oakland Pier Terminal in 1928. \u003ccite>(\u003ca href=\"https://upload.wikimedia.org/wikipedia/commons/c/c6/Busy_scene_on_the_Southern_Pacific_RR%2C_Oakland_Pier%2C_San_Francisco_%28CJ_Allen%2C_Steel_Highway%2C_1928%29.jpg\">Wikimedia Commons\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It was like an airport is today,” said Mitchell Schwarzer, a professor at California College of the Arts and author of the book “\u003ca href=\"https://www.ucpress.edu/book/9780520391536/hella-town\">Hella Town: Oakland’s History of Development and Disruption\u003c/a>.” “Back in the day, there would have been 50 or more trains coming into the station from long distances every day.”\u003c/p>\n\u003cp>Hundreds of interurban trains would pass through from all over the East Bay, as would hundreds more street cars. Some trains ran on the first elevated train tracks to be constructed west of the Mississippi.\u003c/p>\n\u003cp>The Bay Bridge wasn’t constructed until 1936, so for many years the 16th Street station was a passthrough for travelers headed to San Francisco. Trains took passengers out onto “\u003ca href=\"https://www.youtube.com/watch?v=zXbicSxD0_g\">moles\u003c/a>” — essentially, wooden piers built far out into the bay. Riders then would transfer to a ferry for the final leg of their journey.\u003c/p>\n\u003cfigure id=\"attachment_11910936\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003ca href=\"https://commons.wikimedia.org/wiki/File:Key_Route_Pier_postcard_(3).jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910936\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3.jpeg\" alt=\"A color drawing shows ferries and other boats out in the Bay with a long stretch of rail tracks connecting back to the mainland.\" width=\"1600\" height=\"1002\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3.jpeg 1600w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3-800x501.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3-1020x639.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3-160x100.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Key_Route_Pier_postcard_3-1536x962.jpeg 1536w\" sizes=\"(max-width: 1600px) 100vw, 1600px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Postcard circa 1915-1930: “The Key Route Pier: San Francisco-Oakland-Berkeley, Cal.” \u003ccite>(\u003ca href=\"https://commons.wikimedia.org/wiki/File:Key_Route_Pier_postcard_(3).jpg\">Wikimedia Commons\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Perhaps even more surprising, two lanes of traffic on the lower deck of the Bay Bridge were once devoted to rail travel. From 1936, the year the Bay Bridge opened, until 1941, riders could board a train at 16th Street station and take it across the bridge into San Francisco.\u003c/p>\n\u003cp>The Southern Pacific Railroad was a major employer in Oakland, and workers migrated from all over the country to live and work in West Oakland near the station.\u003c/p>\n\u003cp>Levy Laird arrived in Oakland in the 1920s, and found a job working as a cook on trains. Like many Black people at the time, he was looking for a better life away from the Jim Crow South. The first steps of this new life were into Oakland’s 16th Street Station.\u003c/p>\n\u003cp>“Oakland was a golden doorway to a new life,” said Alan Laird, Levy’s son. “When the doors opened up, and the passengers were departing the train, the engine would let off this last blast of steam. It was like a sigh of relief, like hope is here, we made it, and now we are in a new home.”\u003c/p>\n\u003ch2>Pullman car porters make their mark on West Oakland\u003c/h2>\n\u003cp>Cross-country rail travel could be long, harsh and uncomfortable. So, it was only a matter of time until companies started catering to the wealthy who wanted to travel in style. The Pullman Palace Car Company was known for its luxury sleeping cars, like hotels on wheels.\u003c/p>\n\u003cfigure id=\"attachment_11910920\" class=\"wp-caption aligncenter\" style=\"max-width: 2288px\">\u003ca href=\"https://lccn.loc.gov/2012649450\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910920\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar.png\" alt=\"Black and white photo of a woman in early 20th century clothing reading while lying down in a sleeping birth on a train. A small hammock for belongings hands abvoe her.\" width=\"2288\" height=\"858\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar.png 2288w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-800x300.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-1020x383.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-160x60.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-1536x576.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-2048x768.png 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/SleepingCar-1920x720.png 1920w\" sizes=\"(max-width: 2288px) 100vw, 2288px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A woman reading in bed in a Pullman car berth with curtains up, circa 1905. \u003ccite>(\u003ca href=\"https://lccn.loc.gov/2012649450\">Geo. R. Lawrence Co./Library of Congress\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Imagine travelers sitting on plush seats, chandeliers hanging from ceilings, windows with silk curtains and dark walnut woodwork. Travelers could get almost anything on a Pullman car, and it took an army of employees to deliver that experience.\u003c/p>\n\u003cp>Pullman employed maids, waiters and cooks to provide top-quality service. But the porters were the most renowned part of the operation. They would carry luggage, shine shoes and wait on passengers’ every need. The Pullman Palace Car Company hired almost exclusively Black men for these jobs.\u003c/p>\n\u003cp>“There was this racist idea of Blacks serving whites in a subsidiary role,” Schwarzer said.\u003c/p>\n\u003cp>\u003ca href=\"https://interactive.wttw.com/a/chicago-stories-pullman-porters\">Pullman managers expected porters to work 20-hour shifts.\u003c/a> They were at the beck and call of passengers at any time, day or night. Many customers wouldn’t even call the porters by their given names, instead referring to them all as “George,” after the company’s founder, George Pullman.\u003c/p>\n\u003cp>Conditions didn’t improve over time. One report from 1935 found that the porters made just $0.278 per hour, whereas workers in manufacturing or federally funded New Deal projects made twice that. Yet despite the terrible working conditions, being a porter was considered a good job. It was one of the few opportunities Black people had to travel and earn a steady income.\u003c/p>\n\u003cfigure id=\"attachment_11911065\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11911065 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-800x1073.jpg\" alt=\"A very old and poor quality image shows a man wearing a pullman porters uniform holding 2 pieces of luggage at a train station.\" width=\"800\" height=\"1073\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-800x1073.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-1020x1368.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-160x215.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319-1145x1536.jpg 1145w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS189_1319.jpg 1267w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Clinton Jones stands at a railroad station wearing a porter’s uniform and holding two pieces of luggage, circa 1920. \u003ccite>(Cottrell Laurence Dellums papers/African American Museum and Library at Oakland)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It was a huge source of employment for Blacks around the country,” Schwarzer said. “The porters had a kind of role as ambassadors of information throughout the United States to Black communities.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.pbs.org/blackpress/news_bios/defender.html\">Porters often distributed the Chicago Defender\u003c/a> — the largest Black newspaper at the time — across the country, including to the American South, where the paper was banned in some places. The Defender helped fuel the Great Migration out of the South by informing people of opportunities elsewhere.\u003c/p>\n\u003cp>The porters also were talking to each other on their long trips, and organizing to take on the systemic racism in the railroad business. In 1925, the porters announced they wanted to form a union. It would come to be known as the Brotherhood of Sleeping Car Porters — the first Black union in the country. It was based in Chicago.\u003c/p>\n\u003cp>“But the vice president, C.L. Dellums, was based in Oakland,” Schwarzer said. “So Oakland takes on a very large role within the brotherhood. It’s kind of the secondary headquarters of the brotherhood.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.britannica.com/topic/Brotherhood-of-Sleeping-Car-Porters\">The struggle to unionize was a long one, taking 12 years.\u003c/a> The Pullman company fired workers who tried to organize, and did everything they could to discourage the union. But in the end, the porters were successful, and Oakland played no small part.\u003c/p>\n\u003cfigure id=\"attachment_11911063\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11911063\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048-800x654.jpg\" alt=\"A photo shows three black men in suits and ties standing in front of a banner for the Brotherhood of Sleeping Car Porters\" width=\"800\" height=\"654\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048-800x654.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048-1020x834.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048-160x131.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/MS014_B12_F11_048.jpg 1252w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">From left, C.L. Dellums, vice president of the Brotherhood of Sleeping Car Porters; A. Philip Randolph, president; and unidentified man, at the 28th anniversary of the union, in 1953. \u003ccite>(Cottrell Laurence Dellums papers/African American Museum and Library at Oakland)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s widely reported that the branch that was the most steadfast, that had the largest membership, who supported ongoing union efforts, was the Oakland branch under C.L. Dellums,” Schwarzer said.\u003c/p>\n\u003cp>The Brotherhood of Sleeping Car Porters is credited with helping to establish the Black middle class in America, as well as the modern civil rights movement. \u003ca href=\"https://www.zinnedproject.org/news/tdih/a-philip-randolph-first-call-mow/\">In 1941, the porters threatened to march on Washington to protest employment discrimination.\u003c/a> This was more than 20 years before the March on Washington where Martin Luther King Jr. made his “I Have a Dream” speech.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.npr.org/templates/story/story.php?storyId=103880184#:~:text=Pullman%20Porters%20Helped%20Build%20Black%20Middle%20Class%20Porters%20combined%20their,for%20the%20civil%20rights%20movement.\">porter’s offspring\u003c/a> also made their mark on history. Former San Francisco Mayor Willie Brown and former Supreme Court Justice Thurgood Marshall both are descendants of Pullman porters. C.L. Dellums’s nephew, Ron Dellums, served both as the mayor of Oakland and a U.S. Representative of California in Congress.\u003c/p>\n\u003cp>“If you look at Oakland’s history of civil rights activism, this is really the start,” Schwarzer said. “If you think about the Occupy movement in the 2010s, the Black Panthers in the ’60s and ’70s, or \u003ca href=\"https://moms4housing.org/\">Moms 4 Housing\u003c/a> now, it all goes back to the Brotherhood of Sleeping Car Porters.”\u003c/p>\n\u003cp>The good railroad jobs offered at Oakland’s 16th Street Station, along with the nearby Army base, helped the community to thrive. West Oakland had a vibrant business district, swinging nightclubs and plenty of people who owned homes. Alan Laird remembers going to the porters’ union hall with his father. He looked up to the men there.\u003c/p>\n\u003cp>“It was a vibration there,” Laird said. “It felt like I was getting vitamins from them. It was like I was a sponge receiving it all.”\u003c/p>\n\u003ch2>Redevelopment guts West Oakland\u003c/h2>\n\u003cfigure id=\"attachment_11910898\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910898\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut.jpg\" alt=\"An older Black man wearing an athletic jacket, necklace and white hat stands in the hall of an old building. Sunlight pores through a window behind him, spotlighting the floor.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/LamarMcDaniel_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Former Amtrak employee Lamar McDaniel poses for a portrait in the Main Hall of the 16th Street station in West Oakland on Feb. 16, 2022. McDaniel toured the station with KQED’s Azul Dahlstrom-Eckman and shared his memories on the podcast. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the 1950s, Oakland leaders approved two major infrastructure projects that leveled hundreds of homes and businesses, displacing thousands of mostly Black West Oakland residents. In little more than a decade, the neighborhood suffered the construction of the Cypress viaduct (part of the 880 freeway), a huge regional post office, a BART line and several other “\u003ca href=\"https://www.oaklandca.gov/topics/oaklands-history-of-resistance-to-racism\">urban renewal\u003c/a>” projects.\u003c/p>\n\u003cp>“There’s no place in the Bay Area that received more abuse than West Oakland,” Schwarzer said.\u003c/p>\n\u003cp>Without a business district, the economy of West Oakland began to decline. At the same time, the rising popularity of the automobile made the 16th Street station less relevant. By the late 1980s, just a few trains a day stopped there. In 1989, the Loma Prieta earthquake badly damaged the structure, forcing it to close. The last train rolled past it in 1994.\u003c/p>\n\u003cp>Without regular visitors, people squatted inside the building and stripped its once immaculate interior of anything useful. The tracks themselves disappeared, dug up and sold for scrap, leaving the station disconnected from the world.\u003c/p>\n\u003cp>Instead of fixing the station’s aging structure, Amtrak opened two new stations serving the Oakland area: the Jack London Square station in 1994, and the Emeryville station in 1993. The 16th Street station and West Oakland’s prosperous past became a distant memory.\u003c/p>\n\u003ch2>What’s next for the station?\u003c/h2>\n\u003cfigure id=\"attachment_11910935\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910935\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut.jpg\" alt=\"A once grand hall stands dilapidated and empty. A stairway leads up to the left and light streams in through huge windows.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Hall_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Light shines through windows in the main hall of the now abandoned 16th Street station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nowadays, the station stands in a strange limbo. BRIDGE Housing, a large affordable housing nonprofit, bought the station in 2005. But after nearly two decades in their care, the station still stands vacant and in disrepair.\u003c/p>\n\u003cp>“We’re not just a housing developer, we try to develop community,” said Jim Mather, chief investment officer for BRIDGE. “I think this was seen as something that could benefit the community and something that could help bring West Oakland back.”\u003c/p>\n\u003cp>But it hasn’t gone according to plan. The building needs over $50 million dollars worth of seismic retrofitting and historic restoration. BRIDGE hoped to get help footing that massive bill from local redevelopment agencies, but the 2008 recession dashed those dreams.\u003c/p>\n\u003cfigure id=\"attachment_11910897\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11910897\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg\" alt=\"A close up of one wall shows the plaster is crumbling away and bricks can be seen underneath.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Plaster has crumbled to reveal brick in the Main Hall of 16th Street Station in West Oakland, Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re on hold, trying to find the financing,” Mather said. “So if there are any billionaires listening who want a project, here it is.”\u003c/p>\n\u003cp>BRIDGE used to rent the station out for events. A few \u003ca href=\"https://www.youtube.com/watch?v=2GZbaXdK8Js\">music videos\u003c/a> were shot there. But even those uses are a thing of the past. Pieces of the ceiling can fall without warning, Mather said, and the city of Oakland won’t grant BRIDGE permits anymore.\u003c/p>\n\u003cp>“The liability is too high,” Mather said.\u003c/p>\n\u003cp>Some people want the station turned into a museum for the railroad and the porters; others want it to be an event space. Community advocates, historians and West Oaklanders who remember the building’s former glory don’t want any part of it torn down.\u003c/p>\n\u003cp>“Whatever happens here, BRIDGE is going to recognize and honor the history behind the station and its significance to the African American community of Oakland,” Mather said.\u003c/p>\n\u003cp>You may never hear a train pull into 16th Street Station again, but it’s possible the site could have a new beginning, just like the people who passed through it all those years ago.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11910890/how-oaklands-16th-street-train-station-helped-build-west-oakland-and-the-modern-civil-rights-movement","authors":["11785"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_28250","news_8","news_33520"],"tags":["news_17657","news_30915","news_27626","news_2266","news_28132","news_2318"],"featImg":"news_11910896","label":"source_news_11910890"},"news_11895977":{"type":"posts","id":"news_11895977","meta":{"index":"posts_1591205157","site":"news","id":"11895977","score":null,"sort":[1636748296000]},"guestAuthors":[],"slug":"southern-california-amtrak-line-offers-up-close-view-of-climate-changes-impact-on-beaches","title":"Southern California Amtrak Line Offers Up-Close View of Climate Change's Impact on Beaches","publishDate":1636748296,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>The United States and China — the world's top two greenhouse gas-emitting countries, which together account for about 40% of the world's annual carbon output — \u003ca href=\"https://www.npr.org/2021/11/11/1054648598/u-s-and-china-announce-surprise-climate-agreement-at-cop26-summit\">announced Wednesday they have agreed to cooperate on limiting emissions\u003c/a> to address the global climate crisis.\u003c/p>\n\u003cp>The agreement, announced at the United Nations climate change conference in Glasgow, Scotland, known as COP26, aims to accelerate emissions reductions toward the goals set in the 2015 Paris agreement, which include keeping the global temperature rise \"well below\" 2 degrees Celsius (3.6 degrees Fahrenheit), with a target of 1.5 degrees Celsius (2.7 degrees Fahrenheit).\u003c/p>\n\u003cp>Despite the encouraging news, experts predict that \u003ca href=\"https://unfccc.int/news/climate-commitments-not-on-track-to-meet-paris-agreement-goals-as-ndc-synthesis-report-is-published\">most countries are currently not on track to meet the commitments they agreed to in Paris\u003c/a>. In the U.S., the West Coast is already experiencing more frequent and severe weather, and rising seas are already \u003ca href=\"https://www.kqed.org/science/1973805/climate-solutions-in-east-palo-alto\">putting some Bay Area communities at risk\u003c/a>.\u003c/p>\n\u003cp>In Southern California in September, Amtrak \u003ca href=\"https://losangeles.cbslocal.com/2021/09/16/beach-erosion-suspends-all-metrolink-amtrak-service-between-oc-san-diego/\">suspended service on their Pacific Surfliner route\u003c/a> for a few weeks between Orange and San Diego counties for emergency repairs due to beach erosion. The scenic coastline route connects San Diego and other cities on its way to San Luis Obispo.\u003c/p>\n\u003cp>https://twitter.com/PacSurfliners/status/1438320674506821632\u003c/p>\n\u003cp>Beach erosion, the process in which \u003ca href=\"https://toolkit.climate.gov/topics/coastal-flood-risk/coastal-erosion\">the sand and rocks that make up a coastline are carried away by rising seas and stronger waves\u003c/a>, presents an ongoing threat to the tracks of the Pacific Surfliner and the oceanfront homes, roads, piers and power plants in the vicinity.\u003c/p>\n\u003cp>Rick Behl, professor of geological sciences at Cal State Long Beach, points out that even in normal times, California’s coast can be a hazardous place to build things.\u003c/p>\n\u003cp>\"The coastline is a super-dynamic place naturally,\" he said. \"It’s where everything comes together: the ocean, the atmosphere, the land, the rivers. It’s constantly changing.\"\u003c/p>\n\u003cfigure id=\"attachment_11895980\" class=\"wp-caption alignnone\" style=\"max-width: 771px\">\u003cimg class=\"wp-image-11895980 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg\" alt=\"An aerial shot of a long, silver-and-blue train on tracks, with only a few yards of beach between it and ocean waves, with low, green hills on the immediate opposite side.\" width=\"771\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg 771w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1-160x107.jpg 160w\" sizes=\"(max-width: 771px) 100vw, 771px\">\u003cfigcaption class=\"wp-caption-text\">Amtrak's Pacific Surfliner train travels along the Southern California coast. \u003ccite>(Courtesy of Amtrak)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He adds that climate change is supercharging these changes, making storms stronger, tides higher and the coastal erosion of beaches and cliffs worse.\u003c/p>\n\u003cp>Riding the Pacific Surfliner provides a unique vantage point to this transformation. As the train crosses San Diego County into Orange County, the tracks come really close to the Pacific Ocean, making it clear how vulnerable the train and nearby homes are to climate change.\u003c/p>\n\u003cfigure id=\"attachment_11896117\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11896117 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1352379110-800x543.jpg\" alt=\"View inside the interior of a train car taken from the back, with rows of four seats and an aisle up the middle. The bright sun makes the interior mostly dark. A man with short hair, glasses, and a mask takes a photo with his phone out through the window, where a receding wave seems to come up almost to the train itself.\" width=\"800\" height=\"543\">\u003cfigcaption class=\"wp-caption-text\">A passenger takes a photo as an Amtrak train passes near the Pacific Ocean on Nov. 9, 2021, near Oceanside, California. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In nearby towns like San Clemente and Oceanside, seawalls have been built in front of many homes, and giant boulders have been placed between the ocean and the train tracks.\u003c/p>\n\u003cp>But Behl warns that “coastal armoring” actually makes erosion worse in the long term by starving beaches of new sources of sand.\u003c/p>\n\u003cp>\"It increases the energy on the beach, causes more erosion, drops the sand and makes less beach,\" he said.\u003c/p>\n\u003cp>The cycle can possibly reach a point where \"there really is no beach left.\"\u003c/p>\n\u003cp>[aside postID=\"science_1973805\" hero=\"https://ww2.kqed.org/app/uploads/sites/35/2021/04/RS48686_EPA_image_selects_fullsize-3-qut.jpg\"]Looking ahead, Behl says Californians will likely face the expensive challenge of moving some homes and critical infrastructure, including parts of this train route, away from the coast. That’s called “planned retreat.”\u003c/p>\n\u003cp>Behl also says we have to stop thinking about sea level rise as something that’s happening so slowly we just don’t have to worry about it yet.\u003c/p>\n\u003cp>\"Beach erosion, cliff retreat is not a gradual process, it's episodic,\" he said. \"So when someone says that’s long in the future, far in the future, it may be, or it may not be.\"\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED's Carlos Cabrera-Lomelí and NPR.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Rising seas are transforming California's coast, putting beachfront communities and public transportation systems in danger. Some methods to protect against rising seas may actually worsen coastal erosion.","status":"publish","parent":0,"modified":1636997557,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":19,"wordCount":646},"headData":{"title":"Southern California Amtrak Line Offers Up-Close View of Climate Change's Impact on Beaches | KQED","description":"Rising seas are transforming California's coast, putting beachfront communities and public transportation systems in danger. Some methods to protect against rising seas may actually worsen coastal erosion.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Southern California Amtrak Line Offers Up-Close View of Climate Change's Impact on Beaches","datePublished":"2021-11-12T20:18:16.000Z","dateModified":"2021-11-15T17:32:37.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11895977 https://ww2.kqed.org/news/?p=11895977","disqusUrl":"https://ww2.kqed.org/news/2021/11/12/southern-california-amtrak-line-offers-up-close-view-of-climate-changes-impact-on-beaches/","disqusTitle":"Southern California Amtrak Line Offers Up-Close View of Climate Change's Impact on Beaches","audioUrl":"https://traffic.omny.fm/d/clips/0af137ef-751e-4b19-a055-aaef00d2d578/ffca7e9f-6831-41c5-bcaf-aaef00f5a073/6d16d53e-fbf7-40db-b285-add600f26f94/audio.mp3","excludeFromSiteSearch":"Include","path":"/news/11895977/southern-california-amtrak-line-offers-up-close-view-of-climate-changes-impact-on-beaches","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The United States and China — the world's top two greenhouse gas-emitting countries, which together account for about 40% of the world's annual carbon output — \u003ca href=\"https://www.npr.org/2021/11/11/1054648598/u-s-and-china-announce-surprise-climate-agreement-at-cop26-summit\">announced Wednesday they have agreed to cooperate on limiting emissions\u003c/a> to address the global climate crisis.\u003c/p>\n\u003cp>The agreement, announced at the United Nations climate change conference in Glasgow, Scotland, known as COP26, aims to accelerate emissions reductions toward the goals set in the 2015 Paris agreement, which include keeping the global temperature rise \"well below\" 2 degrees Celsius (3.6 degrees Fahrenheit), with a target of 1.5 degrees Celsius (2.7 degrees Fahrenheit).\u003c/p>\n\u003cp>Despite the encouraging news, experts predict that \u003ca href=\"https://unfccc.int/news/climate-commitments-not-on-track-to-meet-paris-agreement-goals-as-ndc-synthesis-report-is-published\">most countries are currently not on track to meet the commitments they agreed to in Paris\u003c/a>. In the U.S., the West Coast is already experiencing more frequent and severe weather, and rising seas are already \u003ca href=\"https://www.kqed.org/science/1973805/climate-solutions-in-east-palo-alto\">putting some Bay Area communities at risk\u003c/a>.\u003c/p>\n\u003cp>In Southern California in September, Amtrak \u003ca href=\"https://losangeles.cbslocal.com/2021/09/16/beach-erosion-suspends-all-metrolink-amtrak-service-between-oc-san-diego/\">suspended service on their Pacific Surfliner route\u003c/a> for a few weeks between Orange and San Diego counties for emergency repairs due to beach erosion. The scenic coastline route connects San Diego and other cities on its way to San Luis Obispo.\u003c/p>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1438320674506821632"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Beach erosion, the process in which \u003ca href=\"https://toolkit.climate.gov/topics/coastal-flood-risk/coastal-erosion\">the sand and rocks that make up a coastline are carried away by rising seas and stronger waves\u003c/a>, presents an ongoing threat to the tracks of the Pacific Surfliner and the oceanfront homes, roads, piers and power plants in the vicinity.\u003c/p>\n\u003cp>Rick Behl, professor of geological sciences at Cal State Long Beach, points out that even in normal times, California’s coast can be a hazardous place to build things.\u003c/p>\n\u003cp>\"The coastline is a super-dynamic place naturally,\" he said. \"It’s where everything comes together: the ocean, the atmosphere, the land, the rivers. It’s constantly changing.\"\u003c/p>\n\u003cfigure id=\"attachment_11895980\" class=\"wp-caption alignnone\" style=\"max-width: 771px\">\u003cimg class=\"wp-image-11895980 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg\" alt=\"An aerial shot of a long, silver-and-blue train on tracks, with only a few yards of beach between it and ocean waves, with low, green hills on the immediate opposite side.\" width=\"771\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg 771w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1-160x107.jpg 160w\" sizes=\"(max-width: 771px) 100vw, 771px\">\u003cfigcaption class=\"wp-caption-text\">Amtrak's Pacific Surfliner train travels along the Southern California coast. \u003ccite>(Courtesy of Amtrak)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He adds that climate change is supercharging these changes, making storms stronger, tides higher and the coastal erosion of beaches and cliffs worse.\u003c/p>\n\u003cp>Riding the Pacific Surfliner provides a unique vantage point to this transformation. As the train crosses San Diego County into Orange County, the tracks come really close to the Pacific Ocean, making it clear how vulnerable the train and nearby homes are to climate change.\u003c/p>\n\u003cfigure id=\"attachment_11896117\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11896117 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1352379110-800x543.jpg\" alt=\"View inside the interior of a train car taken from the back, with rows of four seats and an aisle up the middle. The bright sun makes the interior mostly dark. A man with short hair, glasses, and a mask takes a photo with his phone out through the window, where a receding wave seems to come up almost to the train itself.\" width=\"800\" height=\"543\">\u003cfigcaption class=\"wp-caption-text\">A passenger takes a photo as an Amtrak train passes near the Pacific Ocean on Nov. 9, 2021, near Oceanside, California. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In nearby towns like San Clemente and Oceanside, seawalls have been built in front of many homes, and giant boulders have been placed between the ocean and the train tracks.\u003c/p>\n\u003cp>But Behl warns that “coastal armoring” actually makes erosion worse in the long term by starving beaches of new sources of sand.\u003c/p>\n\u003cp>\"It increases the energy on the beach, causes more erosion, drops the sand and makes less beach,\" he said.\u003c/p>\n\u003cp>The cycle can possibly reach a point where \"there really is no beach left.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"science_1973805","hero":"https://ww2.kqed.org/app/uploads/sites/35/2021/04/RS48686_EPA_image_selects_fullsize-3-qut.jpg","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Looking ahead, Behl says Californians will likely face the expensive challenge of moving some homes and critical infrastructure, including parts of this train route, away from the coast. That’s called “planned retreat.”\u003c/p>\n\u003cp>Behl also says we have to stop thinking about sea level rise as something that’s happening so slowly we just don’t have to worry about it yet.\u003c/p>\n\u003cp>\"Beach erosion, cliff retreat is not a gradual process, it's episodic,\" he said. \"So when someone says that’s long in the future, far in the future, it may be, or it may not be.\"\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED's Carlos Cabrera-Lomelí and NPR.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11895977/southern-california-amtrak-line-offers-up-close-view-of-climate-changes-impact-on-beaches","authors":["11621"],"programs":["news_72"],"categories":["news_19906","news_8","news_356"],"tags":["news_1970","news_18538","news_255","news_30223","news_28199","news_21713","news_1764","news_1533","news_30222","news_30224","news_2181","news_28132"],"featImg":"news_11895981","label":"news_72"},"news_11869346":{"type":"posts","id":"news_11869346","meta":{"index":"posts_1591205157","site":"news","id":"11869346","score":null,"sort":[1618480892000]},"guestAuthors":[],"slug":"the-story-behind-those-old-train-tunnels-in-the-santa-cruz-mountains","title":"The Story Behind Those Old Train Tunnels in the Santa Cruz Mountains","publishDate":1618480892,"format":"standard","headTitle":"The Story Behind Those Old Train Tunnels in the Santa Cruz Mountains | KQED","labelTerm":{},"content":"\u003cp>These days, if I want to get to Santa Cruz from my San Francisco apartment, I hop in my hatchback, head south on Interstate 280, then cut over to Highway 17. Ninety minutes later (pandemic aside), I’m watching the Giant Dipper roller coaster dive into free fall, fish tacos in hand.\u003c/p>\n\u003cfigure id=\"attachment_11869428\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11869428\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Route.png\" alt=\"\" width=\"800\" height=\"1115\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Route.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Route-160x223.png 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The South Pacific Coast Railroad Route, which debuted in 1880, could take passengers from Alameda to Santa Cruz in just under four hours. \u003ccite>(Wikimedia Commons)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But, 150 years ago, that same trip would have meant rattling around in a horse-drawn carriage for four days. The long, expensive journey meant only upper-class people could afford to go. All that changed when a guy named \u003ca href=\"https://en.wikipedia.org/wiki/James_Graham_Fair\">James Graham Fair\u003c/a> got the audacious idea to build a railroad through the Santa Cruz Mountains.\u003c/p>\n\u003cp>Fair, or “Slippery Jim” as he was known in business circles, made his fortune mining silver in Nevada. But he saw railroad barons like Leland Stanford getting rich in the railroad business and he wanted a piece of the action.\u003c/p>\n\u003cp>“If there’s only one person you need to know, it’s probably him,” says local historian Derek Whaley, who grew up in Santa Cruz County and \u003ca href=\"https://www.santacruztrains.com/\" target=\"_blank\" rel=\"noopener noreferrer\">wrote two books\u003c/a> about the railroad. “He had a lot of money, a lot of influence and just a huge vision.”\u003c/p>\n\u003cp>Railroads were big business in the late 19th century. Everything from shipping to logging, mining, farming and tourism depended on them. Fair’s “vision” was to compete with the big train lines — namely the Central Pacific and Southern Pacific railroads — that had staked claim across the western United States.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Rich with redwood timber and strategically located between San Francisco Bay and the port of Santa Cruz, Fair identified the Santa Cruz Mountains as the ideal place for his railroad. The problem was, he didn’t know much about trains.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“But he also had a bit of a henchman who was the on-the-ground person that was overseeing daily operations,” Whaley says. The henchman’s name was \u003ca href=\"http://www.spcrr.org/HistorySPCRR.htm\" target=\"_blank\" rel=\"noopener noreferrer\">Alfred Davis\u003c/a>, but everyone called him “Hog.”\u003c/p>\n\u003cp>“He was an interesting guy, apparently quite friendly most of the time,” Whaley says. “But he also had a bit of an attitude when he wanted to.”\u003c/p>\n\u003cp>Davis also had a ton of railroad savvy. What came to be known as the “Mountain Route” never would have gotten built without the combination of Fair’s deep pockets and Davis’ know-how, says Whaley.\u003c/p>\n\u003cfigure id=\"attachment_11869422\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11869422\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights-800x469.jpg\" alt=\"\" width=\"800\" height=\"469\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights-800x469.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights-1020x598.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights-160x94.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights.jpg 1338w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A group visits the town of Wrights, a major stop on the South Pacific Coast Railroad, on a push car, circa 1880. \u003ccite>(Rodolph Brandt/The Bancroft Library)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://www.abandonedrails.com/south-pacific-coast-railroad\" target=\"_blank\" rel=\"noopener noreferrer\">South Pacific Coast Railroad\u003c/a> was an engineering marvel for its day. Laying tracks through 25 miles of rugged mountain terrain was a massive undertaking. While standard train tracks measure about 5-feet wide, the “narrow gauge” tracks of the Mountain Route measured just 3-feet wide, making it easier to curve around the rolling hills. To make it through the steepest grades, laborers dug eight tunnels through the mountains. To cross the region’s winding creek beds, they built just as many trestles.\u003c/p>\n\u003cp>The Santa Cruz Weekly Sentinel described the construction in 1879:\u003c/p>\n\u003cblockquote>\u003cp>“With its great bores … its powerful bridges … its heavy rails, its easy curves … its expensive right of way, its smell of money from one end of the line to the other, we say .. . nobody else would build this road. Few can do it.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cb>Tragedy in the Tunnels\u003c/b>\u003c/p>\n\u003cp>The South Pacific Coast Railroad featured two tunnels that spanned over a mile. Carved along the San Andreas Fault, the Summit Tunnel near the town of Wrights Station, measured over 6,000 feet and once held the record for the longest railroad tunnel in all of California. But digging it came at considerable human cost: the lives of dozens of Chinese migrant workers.\u003c/p>\n\u003cp>Inseparable from the story of California’s railroads is the exploitation of Chinese migrants, who often did the most dangerous jobs for a fraction of what white laborers were paid.\u003c/p>\n\u003cp>In his book “Chinese Gold: The Chinese in the Monterey Bay Region,” \u003ca href=\"http://www.sandylydon.com/new-page-18\" target=\"_blank\" rel=\"noopener noreferrer\">local historian Sandy Lydon\u003c/a> wrote that, “Between 1875 and 1880, the Chinese built three separate railroads, laid 42 miles of track, drilled 2.6 miles of tunnels to stitch Santa Cruz County together. For every mile of railroad, one Chinese died.”\u003c/p>\n\u003cfigure id=\"attachment_11869537\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11869537\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-800x442.jpg\" alt=\"\" width=\"800\" height=\"442\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-800x442.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-1020x563.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-160x88.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-1536x848.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-672x372.jpg 672w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel.jpg 1600w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Crews haul mud from the Summit Tunnel, circa 1880. \u003ccite>(Courtesy of Derek Whaley)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Construction of the Summit Tunnel began in 1878 and was plagued from the start. Underground, crews complained of suffocating fumes and oil oozing from the earth. The air got so bad that workers began to pass out. Eventually, methane gas that had been building up inside the cavern ignited into a fireball.\u003c/p>\n\u003cp>A \u003ca href=\"https://www.newspapers.com/clip/6988949/wrights-tunnel-22-nov-1879/\" target=\"_blank\" rel=\"noopener noreferrer\">Santa Cruz Weekly Sentinel article\u003c/a> dated Nov. 18, 1879 described its devastation:\u003c/p>\n\u003cblockquote>\u003cp>“The explosion was followed by a sheet of lurid flame, which the great mountain belched forth, consuming everything before it.”\u003c/p>\u003c/blockquote>\n\u003cp>The blast killed 32 Chinese workers. “Most of their bodies were returned to China,” Whaley says. “But there were several years where there was a Chinese cemetery up in the mountains where some of the workers had been buried.”\u003c/p>\n\u003cp>After the explosion, the gas leak was fixed. But for years the tunnel was said to be haunted by the ghosts of those who died digging it.\u003c/p>\n\u003cp>\u003cb>The Railroad Opens for Business\u003c/b>\u003c/p>\n\u003cp>In May of 1880, the South Pacific Coast Railroad opened for business. Despite the ghastly death toll leading up to its debut, the train was an overnight success. Riders lined up to \u003ca href=\"https://www.kqed.org/news/11549263/the-island-ghost-town-in-the-middle-of-san-francisco-bay\">escape city life\u003c/a> for an afternoon taking in Santa Cruz’s sandy beaches and Boardwalk amusements. San Franciscans took a ferry across the bay to Alameda, before hopping on a train that took them south. In the 1920s, the line earned the nickname “The \u003ca href=\"https://www.santacruztrains.com/2019/09/curiosities-sun-tan-special.html\" target=\"_blank\" rel=\"noopener noreferrer\">Sun Tan Special\u003c/a>.”\u003c/p>\n\u003cp>“Especially during the summer,” Whaley says, “it would bring tourists from all over the Bay Area, thousands of people on busy days.”\u003c/p>\n\u003cp>For others, the pristine wilderness and fresh air of the Santa Cruz Mountains was the main draw. Mountain retreats and picnic areas, like Sunset Park, drew crowds on the weekends.\u003c/p>\n\u003cfigure id=\"attachment_11869412\" class=\"wp-caption aligncenter\" style=\"max-width: 714px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11869412\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Hiln-Mill.png\" alt=\"\" width=\"714\" height=\"558\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Hiln-Mill.png 714w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Hiln-Mill-160x125.png 160w\" sizes=\"(max-width: 714px) 100vw, 714px\">\u003cfigcaption class=\"wp-caption-text\">The main yard at the Frederick A. Hihn sawmill at Laurel in 1902. The South Pacific Coast Railroad’s biggest exported was redwood timber processed at mills along the route. \u003ccite>(Santa Cruz Museum of Art & History)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The ride is one which rivals anything up the Shasta division or over the Sierras, for tho’ the mountain groups are not so massive, the effects are equally fine,” wrote H.S. Kneedler in his 1895 book “Through Storyland to Sunset Seas.”\u003c/p>\n\u003cp>Along with tourism, industry flourished. Owners of sand quarries, quicksilver mines and a gunpowder factory used the train to ship their goods. Farmers shipped apples and sugar beets. There was even a brief oil boom.\u003c/p>\n\u003cp>But the railroad’s biggest export was the sturdy lumber harvested from redwood trees. Builders used the timber to construct San Francisco houses, and lumber companies shipped their boards all over the world.\u003c/p>\n\u003cp>“They had lumber sent over to Hawaii,” Whaley says. “They had it sent down to Mexico.”\u003c/p>\n\u003cfigure id=\"attachment_11869415\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11869415 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2.png\" alt=\"\" width=\"1600\" height=\"1245\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2.png 1600w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2-800x623.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2-1020x794.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2-160x125.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2-1536x1195.png 1536w\" sizes=\"(max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">The first band saw in California operating at the Hihn sawmill at Laurel in 1902. \u003ccite>(Santa Cruz Museum of Art & History)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Logging, tourism and other industries gave life to towns like Alma, Wrights and Laurel, which was known for its sawmill. Stops along the route become destinations in themselves, including one named Call of the Wild. Its log cabin station invoked a scene from Jack London’s Gold Rush-era novel.\u003c/p>\n\u003cp>In 1887, with business booming, Fair sold his upstart railroad to the Southern Pacific Transportation Company, one of the industry giants he’d set out to challenge. The sale earned Fair a reported $6 million, which is roughly the equivalent of $160 million today.\u003c/p>\n\u003cp>Fair’s legacy in the Bay Area outlasted his stake in the railroad. His daughter built the \u003ca href=\"https://www.fairmont.com/our-story/\" target=\"_blank\" rel=\"noopener noreferrer\">Fairmont Hotel\u003c/a> atop San Francisco’s Nob Hill and named it in his honor.\u003c/p>\n\u003cp>\u003cb>The End of the Mountain Route\u003c/b>\u003c/p>\n\u003cp>In 1940, California built Highway 17, a paved road that ran parallel to much of the train line. As car ownership soared, the railroad’s profits plummeted. To make matters worse, loggers had stripped the mountains of redwood trees, the railroad’s major export. Whaley says the redwoods we see in the mountains today are primarily second growth trees, unlike the 1,000-year-old trees found in places like Muir Woods.\u003c/p>\n\u003cfigure id=\"attachment_11869545\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11869545\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Fair.jpg\" alt=\"\" width=\"800\" height=\"856\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Fair.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Fair-160x171.jpg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A portrait of James Graham Fair, one of the founders of the South Pacific Coast Railroad. \u003ccite>(Library of Congress)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In February of 1940, with the railroad barely scraping by, a storm hit the Santa Cruz Mountains. Without trees to hold the hillside in place, the earth collapsed.\u003c/p>\n\u003cp>“It caused huge chunks of the line to sink,” Whaley says. “There’s a couple of spots where you can actually see the tracks hanging off the ledge.”\u003c/p>\n\u003cp>After the storm, Southern Pacific decided the repairs weren’t worth the cost. Most of the tunnels were sealed with dynamite or left to decay. And the once-booming mountain towns faded off the map. The town of Alma, arguably the most bustling stop on the line, was eventually flooded to create what’s now the Lexington Reservoir south of downtown Los Gatos.\u003c/p>\n\u003cp>The final stretch of the track between Felton and the Santa Cruz Boardwalk survived the storm. These days, \u003ca href=\"https://www.roaringcamp.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Roaring Camp Railroads\u003c/a> runs trains on the weekends for tourists.\u003c/p>\n\u003cp>\u003cb>Railroad Revival?\u003c/b>\u003c/p>\n\u003cp>As traffic on Highway 17 has picked up over the years, some locals have discussed reviving the old railroad. The Santa Cruz County Board of Supervisors \u003ca href=\"https://goodtimes.sc/santa-cruz-news/isnt-train-san-jose/\" target=\"_blank\" rel=\"noopener noreferrer\">debated the idea\u003c/a> in the 1990s.\u003c/p>\n\u003cp>“Almost every feasibility study has said that, yes, the route through the mountains is a good idea,” Whaley says. “And the current existing route is probably the most logical one.”\u003c/p>\n\u003cp>But these efforts have been opposed by groups arguing that a commuter train would spoil Santa Cruz’ identity as a locals-only beach town. Whaley believes Santa Cruz has already become a satellite community of Silicon Valley, and that an alternative to Highway 17 would make everyone’s life better. He dreams of one day riding a train that traces the same sharp curves as the old Mountain Route.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n","blocks":[],"excerpt":"A train once carried eager beach goers from San Francisco to Santa Cruz. The remnants of the 'Mountain Route' can still be seen off small roads in the Santa Cruz Mountains.","status":"publish","parent":0,"modified":1700588730,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"hasPolis":false,"paragraphCount":46,"wordCount":1800},"headData":{"title":"The Story Behind Those Old Train Tunnels in the Santa Cruz Mountains | KQED","description":"A train once carried eager beach goers from San Francisco to Santa Cruz. The remnants of the 'Mountain Route' can still be seen off small roads in the Santa Cruz Mountains.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"The Story Behind Those Old Train Tunnels in the Santa Cruz Mountains","datePublished":"2021-04-15T10:01:32.000Z","dateModified":"2023-11-21T17:45:30.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"Bay Curious","sourceUrl":"https://www.kqed.org/podcasts/baycurious","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/traffic.megaphone.fm/KQINC1757674960.mp3?updated=1618341378","path":"/news/11869346/the-story-behind-those-old-train-tunnels-in-the-santa-cruz-mountains","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>These days, if I want to get to Santa Cruz from my San Francisco apartment, I hop in my hatchback, head south on Interstate 280, then cut over to Highway 17. Ninety minutes later (pandemic aside), I’m watching the Giant Dipper roller coaster dive into free fall, fish tacos in hand.\u003c/p>\n\u003cfigure id=\"attachment_11869428\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11869428\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Route.png\" alt=\"\" width=\"800\" height=\"1115\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Route.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Route-160x223.png 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The South Pacific Coast Railroad Route, which debuted in 1880, could take passengers from Alameda to Santa Cruz in just under four hours. \u003ccite>(Wikimedia Commons)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But, 150 years ago, that same trip would have meant rattling around in a horse-drawn carriage for four days. The long, expensive journey meant only upper-class people could afford to go. All that changed when a guy named \u003ca href=\"https://en.wikipedia.org/wiki/James_Graham_Fair\">James Graham Fair\u003c/a> got the audacious idea to build a railroad through the Santa Cruz Mountains.\u003c/p>\n\u003cp>Fair, or “Slippery Jim” as he was known in business circles, made his fortune mining silver in Nevada. But he saw railroad barons like Leland Stanford getting rich in the railroad business and he wanted a piece of the action.\u003c/p>\n\u003cp>“If there’s only one person you need to know, it’s probably him,” says local historian Derek Whaley, who grew up in Santa Cruz County and \u003ca href=\"https://www.santacruztrains.com/\" target=\"_blank\" rel=\"noopener noreferrer\">wrote two books\u003c/a> about the railroad. “He had a lot of money, a lot of influence and just a huge vision.”\u003c/p>\n\u003cp>Railroads were big business in the late 19th century. Everything from shipping to logging, mining, farming and tourism depended on them. Fair’s “vision” was to compete with the big train lines — namely the Central Pacific and Southern Pacific railroads — that had staked claim across the western United States.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Rich with redwood timber and strategically located between San Francisco Bay and the port of Santa Cruz, Fair identified the Santa Cruz Mountains as the ideal place for his railroad. The problem was, he didn’t know much about trains.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“But he also had a bit of a henchman who was the on-the-ground person that was overseeing daily operations,” Whaley says. The henchman’s name was \u003ca href=\"http://www.spcrr.org/HistorySPCRR.htm\" target=\"_blank\" rel=\"noopener noreferrer\">Alfred Davis\u003c/a>, but everyone called him “Hog.”\u003c/p>\n\u003cp>“He was an interesting guy, apparently quite friendly most of the time,” Whaley says. “But he also had a bit of an attitude when he wanted to.”\u003c/p>\n\u003cp>Davis also had a ton of railroad savvy. What came to be known as the “Mountain Route” never would have gotten built without the combination of Fair’s deep pockets and Davis’ know-how, says Whaley.\u003c/p>\n\u003cfigure id=\"attachment_11869422\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11869422\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights-800x469.jpg\" alt=\"\" width=\"800\" height=\"469\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights-800x469.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights-1020x598.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights-160x94.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Train-Wrights.jpg 1338w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A group visits the town of Wrights, a major stop on the South Pacific Coast Railroad, on a push car, circa 1880. \u003ccite>(Rodolph Brandt/The Bancroft Library)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://www.abandonedrails.com/south-pacific-coast-railroad\" target=\"_blank\" rel=\"noopener noreferrer\">South Pacific Coast Railroad\u003c/a> was an engineering marvel for its day. Laying tracks through 25 miles of rugged mountain terrain was a massive undertaking. While standard train tracks measure about 5-feet wide, the “narrow gauge” tracks of the Mountain Route measured just 3-feet wide, making it easier to curve around the rolling hills. To make it through the steepest grades, laborers dug eight tunnels through the mountains. To cross the region’s winding creek beds, they built just as many trestles.\u003c/p>\n\u003cp>The Santa Cruz Weekly Sentinel described the construction in 1879:\u003c/p>\n\u003cblockquote>\u003cp>“With its great bores … its powerful bridges … its heavy rails, its easy curves … its expensive right of way, its smell of money from one end of the line to the other, we say .. . nobody else would build this road. Few can do it.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cb>Tragedy in the Tunnels\u003c/b>\u003c/p>\n\u003cp>The South Pacific Coast Railroad featured two tunnels that spanned over a mile. Carved along the San Andreas Fault, the Summit Tunnel near the town of Wrights Station, measured over 6,000 feet and once held the record for the longest railroad tunnel in all of California. But digging it came at considerable human cost: the lives of dozens of Chinese migrant workers.\u003c/p>\n\u003cp>Inseparable from the story of California’s railroads is the exploitation of Chinese migrants, who often did the most dangerous jobs for a fraction of what white laborers were paid.\u003c/p>\n\u003cp>In his book “Chinese Gold: The Chinese in the Monterey Bay Region,” \u003ca href=\"http://www.sandylydon.com/new-page-18\" target=\"_blank\" rel=\"noopener noreferrer\">local historian Sandy Lydon\u003c/a> wrote that, “Between 1875 and 1880, the Chinese built three separate railroads, laid 42 miles of track, drilled 2.6 miles of tunnels to stitch Santa Cruz County together. For every mile of railroad, one Chinese died.”\u003c/p>\n\u003cfigure id=\"attachment_11869537\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11869537\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-800x442.jpg\" alt=\"\" width=\"800\" height=\"442\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-800x442.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-1020x563.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-160x88.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-1536x848.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel-672x372.jpg 672w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Tunnel.jpg 1600w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Crews haul mud from the Summit Tunnel, circa 1880. \u003ccite>(Courtesy of Derek Whaley)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Construction of the Summit Tunnel began in 1878 and was plagued from the start. Underground, crews complained of suffocating fumes and oil oozing from the earth. The air got so bad that workers began to pass out. Eventually, methane gas that had been building up inside the cavern ignited into a fireball.\u003c/p>\n\u003cp>A \u003ca href=\"https://www.newspapers.com/clip/6988949/wrights-tunnel-22-nov-1879/\" target=\"_blank\" rel=\"noopener noreferrer\">Santa Cruz Weekly Sentinel article\u003c/a> dated Nov. 18, 1879 described its devastation:\u003c/p>\n\u003cblockquote>\u003cp>“The explosion was followed by a sheet of lurid flame, which the great mountain belched forth, consuming everything before it.”\u003c/p>\u003c/blockquote>\n\u003cp>The blast killed 32 Chinese workers. “Most of their bodies were returned to China,” Whaley says. “But there were several years where there was a Chinese cemetery up in the mountains where some of the workers had been buried.”\u003c/p>\n\u003cp>After the explosion, the gas leak was fixed. But for years the tunnel was said to be haunted by the ghosts of those who died digging it.\u003c/p>\n\u003cp>\u003cb>The Railroad Opens for Business\u003c/b>\u003c/p>\n\u003cp>In May of 1880, the South Pacific Coast Railroad opened for business. Despite the ghastly death toll leading up to its debut, the train was an overnight success. Riders lined up to \u003ca href=\"https://www.kqed.org/news/11549263/the-island-ghost-town-in-the-middle-of-san-francisco-bay\">escape city life\u003c/a> for an afternoon taking in Santa Cruz’s sandy beaches and Boardwalk amusements. San Franciscans took a ferry across the bay to Alameda, before hopping on a train that took them south. In the 1920s, the line earned the nickname “The \u003ca href=\"https://www.santacruztrains.com/2019/09/curiosities-sun-tan-special.html\" target=\"_blank\" rel=\"noopener noreferrer\">Sun Tan Special\u003c/a>.”\u003c/p>\n\u003cp>“Especially during the summer,” Whaley says, “it would bring tourists from all over the Bay Area, thousands of people on busy days.”\u003c/p>\n\u003cp>For others, the pristine wilderness and fresh air of the Santa Cruz Mountains was the main draw. Mountain retreats and picnic areas, like Sunset Park, drew crowds on the weekends.\u003c/p>\n\u003cfigure id=\"attachment_11869412\" class=\"wp-caption aligncenter\" style=\"max-width: 714px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11869412\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Hiln-Mill.png\" alt=\"\" width=\"714\" height=\"558\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Hiln-Mill.png 714w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Hiln-Mill-160x125.png 160w\" sizes=\"(max-width: 714px) 100vw, 714px\">\u003cfigcaption class=\"wp-caption-text\">The main yard at the Frederick A. Hihn sawmill at Laurel in 1902. The South Pacific Coast Railroad’s biggest exported was redwood timber processed at mills along the route. \u003ccite>(Santa Cruz Museum of Art & History)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The ride is one which rivals anything up the Shasta division or over the Sierras, for tho’ the mountain groups are not so massive, the effects are equally fine,” wrote H.S. Kneedler in his 1895 book “Through Storyland to Sunset Seas.”\u003c/p>\n\u003cp>Along with tourism, industry flourished. Owners of sand quarries, quicksilver mines and a gunpowder factory used the train to ship their goods. Farmers shipped apples and sugar beets. There was even a brief oil boom.\u003c/p>\n\u003cp>But the railroad’s biggest export was the sturdy lumber harvested from redwood trees. Builders used the timber to construct San Francisco houses, and lumber companies shipped their boards all over the world.\u003c/p>\n\u003cp>“They had lumber sent over to Hawaii,” Whaley says. “They had it sent down to Mexico.”\u003c/p>\n\u003cfigure id=\"attachment_11869415\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11869415 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2.png\" alt=\"\" width=\"1600\" height=\"1245\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2.png 1600w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2-800x623.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2-1020x794.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2-160x125.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Railroad-Hiln-Mill-2-1536x1195.png 1536w\" sizes=\"(max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">The first band saw in California operating at the Hihn sawmill at Laurel in 1902. \u003ccite>(Santa Cruz Museum of Art & History)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Logging, tourism and other industries gave life to towns like Alma, Wrights and Laurel, which was known for its sawmill. Stops along the route become destinations in themselves, including one named Call of the Wild. Its log cabin station invoked a scene from Jack London’s Gold Rush-era novel.\u003c/p>\n\u003cp>In 1887, with business booming, Fair sold his upstart railroad to the Southern Pacific Transportation Company, one of the industry giants he’d set out to challenge. The sale earned Fair a reported $6 million, which is roughly the equivalent of $160 million today.\u003c/p>\n\u003cp>Fair’s legacy in the Bay Area outlasted his stake in the railroad. His daughter built the \u003ca href=\"https://www.fairmont.com/our-story/\" target=\"_blank\" rel=\"noopener noreferrer\">Fairmont Hotel\u003c/a> atop San Francisco’s Nob Hill and named it in his honor.\u003c/p>\n\u003cp>\u003cb>The End of the Mountain Route\u003c/b>\u003c/p>\n\u003cp>In 1940, California built Highway 17, a paved road that ran parallel to much of the train line. As car ownership soared, the railroad’s profits plummeted. To make matters worse, loggers had stripped the mountains of redwood trees, the railroad’s major export. Whaley says the redwoods we see in the mountains today are primarily second growth trees, unlike the 1,000-year-old trees found in places like Muir Woods.\u003c/p>\n\u003cfigure id=\"attachment_11869545\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11869545\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Fair.jpg\" alt=\"\" width=\"800\" height=\"856\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Fair.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/Santa-Cruz-Trains-Fair-160x171.jpg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A portrait of James Graham Fair, one of the founders of the South Pacific Coast Railroad. \u003ccite>(Library of Congress)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In February of 1940, with the railroad barely scraping by, a storm hit the Santa Cruz Mountains. Without trees to hold the hillside in place, the earth collapsed.\u003c/p>\n\u003cp>“It caused huge chunks of the line to sink,” Whaley says. “There’s a couple of spots where you can actually see the tracks hanging off the ledge.”\u003c/p>\n\u003cp>After the storm, Southern Pacific decided the repairs weren’t worth the cost. Most of the tunnels were sealed with dynamite or left to decay. And the once-booming mountain towns faded off the map. The town of Alma, arguably the most bustling stop on the line, was eventually flooded to create what’s now the Lexington Reservoir south of downtown Los Gatos.\u003c/p>\n\u003cp>The final stretch of the track between Felton and the Santa Cruz Boardwalk survived the storm. These days, \u003ca href=\"https://www.roaringcamp.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Roaring Camp Railroads\u003c/a> runs trains on the weekends for tourists.\u003c/p>\n\u003cp>\u003cb>Railroad Revival?\u003c/b>\u003c/p>\n\u003cp>As traffic on Highway 17 has picked up over the years, some locals have discussed reviving the old railroad. The Santa Cruz County Board of Supervisors \u003ca href=\"https://goodtimes.sc/santa-cruz-news/isnt-train-san-jose/\" target=\"_blank\" rel=\"noopener noreferrer\">debated the idea\u003c/a> in the 1990s.\u003c/p>\n\u003cp>“Almost every feasibility study has said that, yes, the route through the mountains is a good idea,” Whaley says. “And the current existing route is probably the most logical one.”\u003c/p>\n\u003cp>But these efforts have been opposed by groups arguing that a commuter train would spoil Santa Cruz’ identity as a locals-only beach town. Whaley believes Santa Cruz has already become a satellite community of Silicon Valley, and that an alternative to Highway 17 would make everyone’s life better. He dreams of one day riding a train that traces the same sharp curves as the old Mountain Route.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11869346/the-story-behind-those-old-train-tunnels-in-the-santa-cruz-mountains","authors":["11368"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_28250","news_8","news_33520"],"tags":["news_3631","news_18607","news_21176","news_28132"],"featImg":"news_11869359","label":"source_news_11869346"},"news_11824913":{"type":"posts","id":"news_11824913","meta":{"index":"posts_1591205157","site":"news","id":"11824913","score":null,"sort":[1592436116000]},"guestAuthors":[],"slug":"two-iconic-california-trains-face-schedule-cuts-as-pandemic-slows-long-distance-travel","title":"Two Iconic California Trains Face Schedule Cuts as Pandemic Slows Long-Distance Travel","publishDate":1592436116,"format":"image","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>Amtrak's Coast Starlight and California Zephyr, favorites for generations of railfans and others traveling up and down the West Coast and across the country, will be cut to three days a week from its current daily schedule starting Oct. 1.\u003c/p>\n\u003cp>Those service reductions — among many the national passenger rail service will impose in response to the loss of ridership during the coronavirus pandemic — were announced earlier this week in \u003ca href=\"https://www.railwayage.com/passenger/intercity/amtrak-slashing-service-will-it-be-permanent/\" target=\"_blank\" rel=\"noopener noreferrer\">a memo to Amtrak employees\u003c/a> from one of the agency's senior executives. The memo said the cuts are likely to result in layoffs or furloughs for workers on the long-distance trains.\u003c/p>\n\u003cp>Like other transportation services large and small, from airlines to ride-hailing services to rental car companies to public transit, Amtrak has suffered a devastating loss of ridership and revenue as Americans have curtailed travel during the pandemic.\u003c/p>\n\u003cp>In \u003ca href=\"https://media.amtrak.com/wp-content/uploads/2020/05/Amtrak-Supplemental-FY21-Funding-Letter-to-Congress-Final-Signed-5.25.20.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">a letter to congressional leaders\u003c/a> last month, Amtrak CEO William Flynn said overall ridership had fallen 95% across the agency's rail network, resulting in a $1.7 billion decline in revenue compared to fiscal 2019 — the last full budget year without a pandemic. Flynn said the agency forecasts a 50% ridership decline nationwide, from 32 million to 16 million, during the 12 months starting Oct. 1.\u003c/p>\n\u003cp>Besides the California Zephyr, which runs from Emeryville to Chicago, and Coast Starlight, which runs from Los Angeles to Seattle and has several Bay Area stops, the cuts will affect the Capitol Limited (Washington, D.C.-Chicago); the City of New Orleans (Chicago-New Orleans); Crescent (New York-Atlanta-New Orleans); Empire Builder (Chicago-Twin Cities-Seattle); Lake Shore Limited (New York-Chicago); Palmetto (New York-Savannah); Southwest Chief (Chicago-Los Angeles); and Texas Eagle (Chicago-San Antonio).\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Two other long-distance trains, the Sunset Limited (New Orleans-Los Angeles) and Cardinal (New York-Cincinnati-Chicago) already operate three times a week. Amtrak said its Auto Train, which runs from the Washington, D.C., suburbs to the Orlando, Florida, area, is the only long-distance route that will continue to operate daily.\u003c/p>\n\u003cp>Amtrak has already suspended or reduced service on many state-supported regional routes, including California's Capitol Corridor and San Joaquin trains.\u003c/p>\n\u003cp>Most of the long-distance trains have continued to operate with only minimal changes since shelter-at-home orders began to be imposed across the nation in March. One exception: Service on the California Zephyr west of Denver was \u003ca href=\"https://evilleeye.com/news-commentary/amtrak-employees-positive-covid-19-diagnosis-temporarily-suspends-california-zephyr-service/\" target=\"_blank\" rel=\"noopener noreferrer\">suspended for two weeks\u003c/a> at the end of March after an Amtrak employee tested positive for the coronavirus and other workers on the line were required to go into self-quarantine.\u003c/p>\n\u003cp>Amtrak spokeswoman Kimberly Woods said Wednesday that the service cuts will remain in place until at least the summer of 2021. Daily service on the long-distance routes could be restored if demand improves.\u003c/p>\n\u003cp>Jim Mathews, president and chief executive of the Rail Passengers Association advocacy group, said he thinks the cuts are shortsighted and will hurt long-term demand for these routes.\u003c/p>\n\u003cp>“The long-distance services declined the least among Amtrak’s three business lines during the coronavirus-induced slowdown, and its services remain essential to the hundreds of small communities across the United States with fewer options than Philadelphia or Boston or New York City,” Mathews said.\u003c/p>\n\u003cp>The agency said earlier this year it hoped to avoid layoffs. But this week's memo, from Chief Marketing and Revenue Officer Roger Harris, and reported in Railway Age, signaled that workforce reductions are coming.\u003c/p>\n\u003cp>“We recognize these changes will impact our employees who support the Long-Distance Service Line,” Harris wrote. “... We still have work to do to determine how that will impact the employees who support this work. We are sensitive to the uncertainty that this announcement brings to our Long-Distance team. We will work quickly to determine what staffing reductions or furloughs will occur, and we will communicate these changes to you as soon as possible.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from The Associated Press.\u003c/em>\u003c/p>\n\n","blocks":[],"excerpt":"Amtrak announces that the Coast Starlight and California Zephyr, popular with generations of West Coast railfans, will run just three times a week instead of daily. ","status":"publish","parent":0,"modified":1592438411,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":16,"wordCount":672},"headData":{"title":"Two Iconic California Trains Face Schedule Cuts as Pandemic Slows Long-Distance Travel | KQED","description":"Amtrak announces that the Coast Starlight and California Zephyr, popular with generations of West Coast railfans, will run just three times a week instead of daily. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Two Iconic California Trains Face Schedule Cuts as Pandemic Slows Long-Distance Travel","datePublished":"2020-06-17T23:21:56.000Z","dateModified":"2020-06-18T00:00:11.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11824913 https://ww2.kqed.org/news/?p=11824913","disqusUrl":"https://ww2.kqed.org/news/2020/06/17/two-iconic-california-trains-face-schedule-cuts-as-pandemic-slows-long-distance-travel/","disqusTitle":"Two Iconic California Trains Face Schedule Cuts as Pandemic Slows Long-Distance Travel","path":"/news/11824913/two-iconic-california-trains-face-schedule-cuts-as-pandemic-slows-long-distance-travel","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Amtrak's Coast Starlight and California Zephyr, favorites for generations of railfans and others traveling up and down the West Coast and across the country, will be cut to three days a week from its current daily schedule starting Oct. 1.\u003c/p>\n\u003cp>Those service reductions — among many the national passenger rail service will impose in response to the loss of ridership during the coronavirus pandemic — were announced earlier this week in \u003ca href=\"https://www.railwayage.com/passenger/intercity/amtrak-slashing-service-will-it-be-permanent/\" target=\"_blank\" rel=\"noopener noreferrer\">a memo to Amtrak employees\u003c/a> from one of the agency's senior executives. The memo said the cuts are likely to result in layoffs or furloughs for workers on the long-distance trains.\u003c/p>\n\u003cp>Like other transportation services large and small, from airlines to ride-hailing services to rental car companies to public transit, Amtrak has suffered a devastating loss of ridership and revenue as Americans have curtailed travel during the pandemic.\u003c/p>\n\u003cp>In \u003ca href=\"https://media.amtrak.com/wp-content/uploads/2020/05/Amtrak-Supplemental-FY21-Funding-Letter-to-Congress-Final-Signed-5.25.20.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">a letter to congressional leaders\u003c/a> last month, Amtrak CEO William Flynn said overall ridership had fallen 95% across the agency's rail network, resulting in a $1.7 billion decline in revenue compared to fiscal 2019 — the last full budget year without a pandemic. Flynn said the agency forecasts a 50% ridership decline nationwide, from 32 million to 16 million, during the 12 months starting Oct. 1.\u003c/p>\n\u003cp>Besides the California Zephyr, which runs from Emeryville to Chicago, and Coast Starlight, which runs from Los Angeles to Seattle and has several Bay Area stops, the cuts will affect the Capitol Limited (Washington, D.C.-Chicago); the City of New Orleans (Chicago-New Orleans); Crescent (New York-Atlanta-New Orleans); Empire Builder (Chicago-Twin Cities-Seattle); Lake Shore Limited (New York-Chicago); Palmetto (New York-Savannah); Southwest Chief (Chicago-Los Angeles); and Texas Eagle (Chicago-San Antonio).\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Two other long-distance trains, the Sunset Limited (New Orleans-Los Angeles) and Cardinal (New York-Cincinnati-Chicago) already operate three times a week. Amtrak said its Auto Train, which runs from the Washington, D.C., suburbs to the Orlando, Florida, area, is the only long-distance route that will continue to operate daily.\u003c/p>\n\u003cp>Amtrak has already suspended or reduced service on many state-supported regional routes, including California's Capitol Corridor and San Joaquin trains.\u003c/p>\n\u003cp>Most of the long-distance trains have continued to operate with only minimal changes since shelter-at-home orders began to be imposed across the nation in March. One exception: Service on the California Zephyr west of Denver was \u003ca href=\"https://evilleeye.com/news-commentary/amtrak-employees-positive-covid-19-diagnosis-temporarily-suspends-california-zephyr-service/\" target=\"_blank\" rel=\"noopener noreferrer\">suspended for two weeks\u003c/a> at the end of March after an Amtrak employee tested positive for the coronavirus and other workers on the line were required to go into self-quarantine.\u003c/p>\n\u003cp>Amtrak spokeswoman Kimberly Woods said Wednesday that the service cuts will remain in place until at least the summer of 2021. Daily service on the long-distance routes could be restored if demand improves.\u003c/p>\n\u003cp>Jim Mathews, president and chief executive of the Rail Passengers Association advocacy group, said he thinks the cuts are shortsighted and will hurt long-term demand for these routes.\u003c/p>\n\u003cp>“The long-distance services declined the least among Amtrak’s three business lines during the coronavirus-induced slowdown, and its services remain essential to the hundreds of small communities across the United States with fewer options than Philadelphia or Boston or New York City,” Mathews said.\u003c/p>\n\u003cp>The agency said earlier this year it hoped to avoid layoffs. But this week's memo, from Chief Marketing and Revenue Officer Roger Harris, and reported in Railway Age, signaled that workforce reductions are coming.\u003c/p>\n\u003cp>“We recognize these changes will impact our employees who support the Long-Distance Service Line,” Harris wrote. “... We still have work to do to determine how that will impact the employees who support this work. We are sensitive to the uncertainty that this announcement brings to our Long-Distance team. We will work quickly to determine what staffing reductions or furloughs will occur, and we will communicate these changes to you as soon as possible.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from The Associated Press.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11824913/two-iconic-california-trains-face-schedule-cuts-as-pandemic-slows-long-distance-travel","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_1970","news_28130","news_28131","news_28132"],"featImg":"news_11824922","label":"news"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. 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And you join us on the journey to find the answers.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg","imageAlt":"\"KQED Bay Curious","officialWebsiteLink":"/news/series/baycurious","meta":{"site":"news","source":"kqed","order":"4"},"link":"/podcasts/baycurious","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/bay-curious/id1172473406","npr":"https://www.npr.org/podcasts/500557090/bay-curious","rss":"https://ww2.kqed.org/news/category/bay-curious-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvbmV3cy9jYXRlZ29yeS9iYXktY3VyaW91cy1wb2RjYXN0L2ZlZWQvcG9kY2FzdA","stitcher":"https://www.stitcher.com/podcast/kqed/bay-curious","spotify":"https://open.spotify.com/show/6O76IdmhixfijmhTZLIJ8k"}},"bbc-world-service":{"id":"bbc-world-service","title":"BBC World Service","info":"The day's top stories from BBC News compiled twice daily in the week, once at weekends.","airtime":"MON-FRI 9pm-10pm, TUE-FRI 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.bbc.co.uk/sounds/play/live:bbc_world_service","meta":{"site":"news","source":"BBC World Service"},"link":"/radio/program/bbc-world-service","subscribe":{"apple":"https://itunes.apple.com/us/podcast/global-news-podcast/id135067274?mt=2","tuneIn":"https://tunein.com/radio/BBC-World-Service-p455581/","rss":"https://podcasts.files.bbci.co.uk/p02nq0gn.rss"}},"code-switch-life-kit":{"id":"code-switch-life-kit","title":"Code Switch / Life Kit","info":"\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. 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