From the Pier to Halcyon Court on the Elusive SP Ellsworth St. Line

This image appeared in The Electric Railway Journal, v. 46, July-Dec. 1915, page 545. The article laid out the details of the SP East Bay electric train operation and its safety features, including the Wig-Wag shown, but did not provide a date or location for the image. See the article on the Internet Archive website:https://archive.org/stream/electricrailway461915newy#page/544/mode/2up

L233-02-Courtesy Internet Archive, (Image 1 of 49)

By 1912, the Southern Pacific, SP, had linked San Francisco via ferry to trains in the flats of Alameda, Albany, Berkeley, and Oakland to the San Leandro border. Challenged by Borax Smith’s electric streetcars and Key Route interurbans in 1903, the SP converted and expanded their steam operation to electric from 1905 until 1912 in a process Robert S. Ford referred to in his books, “Red Trains in the East Bay” and “Red Trains Remembered” as “Electricization.” These books will serve as source material, along with newspaper accounts and the train schedule, right, to explore the Ellsworth St. line.

L233-05-Courtesy BAERA, Western Railway Museum Archives, (Image 2 of 49)

It took the SP about a quarter century to gain ownership of the 1870s-derived local line to Berryman in Berkeley. Borax Smith’s initial Key Route followed this line up Adeline St. as far as University Ave. by 1903, turquoise line left, and the latter was supported by numerous streetcar lines as shown. The SP’s conversion to electric trains also included expansion to interurban routes on California St., yellow arrow, and Ellsworth St., blue arrow, right.

L233-10-John Bosko Collection, Courtesy John Bosko, (Image 3 of 49)

While admiring this mid-1920s north view of the SP’s electricity-generating source, the Fernside or Fruitvale Powerhouse by the Fruitvale Bridge, appreciate that the Ellsworth St. line, in particular, was judged as an inferior route to the competition from Smith’s trains, even in the minds of the SP. The line was opened with reluctance on Dec. 31, 1911, one day prior to the expiration of the granting of the right-of-way by the Berkeley Board of Trustees.

L233-15-George Russell Photo, Courtesy California State Lands Commission, Detail, (Image 4 of 49)

By April 16th, 1916, when this map was drawn up, the SP, green lines, had formed two loops with service via ferry from San Francisco through Berkeley with the 9th St., California St. and Shattuck Ave. lines, while the Ellsworth St. line, orange arrow, was an link to the center of the UC campus. This competed with Smith’s interurban Key Routes, yellow lines, and streetcar service, red lines. The reference in the legend to the Sacramento Northern as the San Fran.-Sacramento Railway indicates the map was updated in the 1920s.

L233-20-San Francisco-Oakland Terminal Railways System Map, Courtesy Port of Oakland, (Image 5 of 49)

The challenge in the route design for the Ellsworth St. line was the approach to its namesake street off the SP Shattuck line on Adeline St. With Ashby Ave. tied up by streetcars, the SP approach followed the Berkeley border along Woolsey St. until a curve could be reached on open land short of Telegraph Ave., still evident in the enlargement of the area in 2018. This meant entering Halcyon Ct., orange rectangle, and the section between Webster St. and Ashby Ave., the turquoise rectangle, today oddly crammed with structures.

L233-25-Courtesy Google Earth, (Image 6 of 49)

The two-track right-of way can be ascertained by this north-oriented aerial from 1931, featuring the line west of Wheeler St. orange oval, to Ashby Ave., turquoise oval. Note the single train car, the norm for this route, and the two cuts with track resting on ties set on ballast. North of Ashby Ave., the tracks ran down the middle of a paved Ellsworth St. to Allston Way. Ref: c-1820_z-1, Oct. 11, 1931.

L233-30-Courtesy U.C. Santa Barbara Library, Special Research Collections, (Image 7 of 49)

Now to recreate the train ride from the SP Oakland Pier for a passenger heading to Halcyon Ct., or maybe further to the UC Berkeley campus. Beginning with this east view from 1922, passengers arriving on a ferry or auto would head to the right or south to the portion of the pier devoted to electric trains. Ref: API 650_23_BOX 94

L233-35-George Russell Photo, Courtesy the California State Lands Commission, (Image 8 of 49)

Trains heading on one of the Berkeley lines would go to the north part of the shed as seen in this east view ca. 1920 of the Ellsworth St. train ready to board, left. This positioned trains leaving the shed to access the northern most tracks, black arrows on right, to head north, orange arrow. Ref: API 650_23_BOX 94. Ref: Left, Sappers Collection, Western Railway Museum Archives, 23112 oab; Right, George Russell Photo, Courtesy the California State Lands Commission, API 650_23_BOX 94, Detail.

L233-40-Courtesy BAERA, WRM Archives, l, and California State Lands Commission, r, (Image 9 of 49)

Trains would travel north along the bay, joining steam trains heading to Sacramento and beyond. North view, ca. mid-1920s. Ref: API 651_12_BOX 91 thru 95

L233-45-George Russell Photo, Courtesy the California State Lands Commission, (Image 10 of 49)

A detail of the last north view ca. mid-1920s shows the first stop for electric trains, the upper platforms of the 16th St. station. In 2020, the station, the platforms and the tower directing train traffic onto 18th St. all remain, sans track. Ref: API 651_12_BOX 91 thru 95

L233-50-George Russell Photo, Courtesy the California State Lands Commission, Detail, (Image 11 of 49)

Further north above 34th St. at the Emeryville border ca. 1925, the trains crossed over the Key System subway at the Emery or Emeryville stop. The Key System Power House and Yerba Buena yards would have been in view to the east, and to the northeast, Delmonte and the Santa Fe wye used to turn around passenger trains. Ref: API 642_9_BOX 92

L233-55-George Russell Photo, Courtesy the California State Lands Commission, (Image 12 of 49)

Then to Shell Mound Junction and its tower, red arrow, where all electric trains headed inland to the east. Ninth St. Junction, blue arrow, followed, where Ninth St. line trains made a stop before heading north. This would be approximately at the Stanford Ave.- Peladeau St. intersection, today the start of the Emeryville Greenway rails-to trails. This image follows the remaining Berkeley lines to Beaudry St., just short of the Powell St. merge. Ref: API 642_9_BOX 92

L233-60-George Russell Photo, Courtesy the California State Lands Commission, Detail, (Image 13 of 49)

After crossing San Pablo Ave. streetcar tracks, the trains continued on Stanford Ave. across several notable crossings, northeast view ca. mid-to-late 1920. Ref: SLC_644_NoDate_23

L233-65-George Russell Photo, Courtesy the California State Lands Commission, (Image 14 of 49)

The first crossing was at Lowell St., where SP trains had to cross over the single track of the Santa Fe, followed by the double-track of the Key System H or Sacramento St. line, all under the watchful eye of an attendant in the SP’s Golden Gate Tower.

L233-70-Wilbur C. Whittaker Photo, Courtesy Arnold Menke Collection copy, (Image 15 of 49)

Back to the mid-to-late 1920s northeast view to show the Golden Gate crossing with the Santa Fe track, turquoise arrow, Key H line tracks, orange arrow, and the tower, green arrow. Next was not a crossing, but a branch point for the SP California St. line, purple arrow, and further on to Adeline St., to align with the Key F line, yellow arrow. The final merge was at Grove St. and Alcatraz Ave., the joining of the Key Grove St. or no. 3 streetcar tracks, red arrow. Ref: Ref: SLC_644_NoDate_23

L233-75-George Russell Photo, Courtesy the California State Lands Commission, Detail, (Image 16 of 49)

Next, a mid-to-late 1920s northeast view starting just south of Alcatraz Ave. to introduce the next important landmark, the turn at Woolsey Junction onto Woolsey St. Ref: SLC_644_NoDate_21

L233-80-George Russell Photo, Courtesy the California State Lands Commission, (Image 17 of 49)

A detail from a mid-to-late 1920s northeast view shows what is most likely an Ellsworth St. line single car, orange arrow, waiting to get clearance to proceed onto Woolsey St. from the Woolsey Tower, green arrow. The blue arrow marks a familiar building at the intersection of Woolsey St. and Shattuck Ave., where the train would cross the streetcar tracks of the Key System Shattuck or no. 4 streetcar line. The red arrow shows the double-track curved cut to the north. Ref: SLC_644_NoDate_21

L233-85-George Russell Photo, Courtesy the California State Lands Commission, (Image 18 of 49)

At Woolsey Junction ca. 1920, this north view shows the no. 3482 on the pole for the mainline, and no. 5100 on the pole by the flagman and his hut, and no. 5101 on the northeast corner. John Harder had remarked how this journey would require following the pole numbers to verify location, and Grant Ute supplied a document from the Western Railway Museum listing the pole numbers for the Ellsworth St. line as nos. 5100 - 5291.

L233-87-W.J. Bullus Photo, Courtesy BAERA, Western Railway Museum Archives, 162080oab, (Image 19 of 49)

The pole numbers are crucial for any SP survey as can best be demonstrated by this defining northeast view with the license plate of the auto setting the date, 1920. Except for the outline of the hills, there is absolutely nothing surviving in 2020 from this striking scene that marks this as Adeline St. at Woolsey St.

L233-90-Courtesy BAERA, Western Railway Museum Archives, 162081oab, (Image 20 of 49)

This mid-to-late 1920s northeast view brings a closer look to Woolsey St. east of Wheeler St. at the left edge, to the curved cut. Ref: SLC_644_NoDate_28

L233-95-George Russell Photo, Courtesy the California State Lands Commission, (Image 22 of 49)

SP Valuation images from 1922 provide the detail required to begin a ground survey of the tracks on Woolsey St., starting with this east view by an empty lot on the south side, just east of the Wheeler St. intersection. Visible are pole nos. 5152, 5150, 5148 and 5146. The change from pole nos. 5148 to 5150 occurred across the street from the intersection with Wheeler St., the latter not continuing on the south side of Woolsey St.

L233-100-SP Photo P-234, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76024oab, (Image 23 of 49)

This detail from the previous east view from 1922 shows the Shattuck Ave. intersection in the distance, and confirms the numbering of the poles west of Wheeler St.

L233-105-SP Photo P-234, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76024oab, Detail, (Image 24 of 49)

On the north side of Woolsey St., east of the Wheeler St. intersection denoted by the curve in the road, this east view from 1922 shows pole nos. 5153 and 5151 in front of houses unchanged in appearance in 2020.

L233-110-SP Photo P-233, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76026oab, (Image 25 of 49)

A detail from the previous east view from 1922 shows where Wheeler St. ends at Woolsey St. The license plate on the car has been the basis for dating this set of SP Valuation images.

L233-115-SP Photo P-233, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76026oab , (Image 26 of 49)

This detail from the mid-to-late 1920s northeast view confirms the location of unpaved sections of the right-of-way seen in L233-30. The track from Woolsey St. to Prince St., and the section from Webster St. to Ashby Ave., were set on ties and ballast. Also note the number of available undeveloped lots, all filled with houses today. Ref: SLC_644_NoDate_28

L233-120-George Russell Photo, Courtesy the California State Lands Commission, Detail , (Image 27 of 49)

From the previous aerial view, this northeast ground view from 1922 shows the private right-of-way on the curved cut, and houses behind the Wig-Wag signal on the east side of Deakin St. that are are unchanged in 2020. John B. Ginochio built the Nortonville Apartments at this corner ca. 1940–41, obscuring this entire view. The poles on the west side of the curve are nos. 5167, 5169 and 5173, and to the west nos. 5172 and 5174.

L233-125-SP Photo P-232, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76027oab, (Image 28 of 49)

A detail of the curved cut, a northeast ground view from 1922, documents the absence of a pole no. 5171. The multi-story apartment in the background marks the northeast corner of Prince St. and Halcyon Ct. It is still there today, and will enter into the discussion shortly.

L233-130-SP Photo P-232, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76027oab, (Image 29 of 49)

Benjamin L. Howland’s United Grocery occupied the northwest corner of Prince St. and Halcyon Ct. at 2315 Prince St. from 1913-1916 according to Berkeley historian Daniella Thompson. It was built for and designed by Berkeley resident William R. Scott in 1912, who doubled as an employee of the SP. It has served as both a residence and commercial space over the years, a commercial space in 2020. Note pole no. 5181 in this north view.

L233-135-Courtesy BAERA, Western Railway Museum Archives, 24635oab, (Image 30 of 49)

The plan for Halcyon Ct. from 1906 is shown on the left, the north end intended to be closed off. The 1911 Sanborn map, right, supports that design. The previous image taken a few years later, however, shows the north end of Halcyon Ct. open to Webster St. The two drawings together suggest that Prince St. had been extended to Telegraph Ave by the time the train line was established.

L233-140-Courtesy of the Berkeley Architectural Heritage Association, (Image 31 of 49)

There was still plenty of empty land on the east side of Halcyon Ct. in 1922, as seen in this northeast view. The poles on the east continue up to no. 5188.

L233-145-SP Photo P-231, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76028oab, (Image 32 of 49)

While confirming pole no. 5188, appreciate that starting at Shattuck Ave., or west of Wheeler to be more precise, the third digit of the pole number has increased by one every time a new block had been reached, counting the curved cut as the block between Woolsey St. and Prince St.

L233-150-SP Photo P-231, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76028oab, Detail, (Image 33 of 49)

This north view in the cut between Webster St. and Ashby Ave. ca. 1920 has increased the third digit on the pole numbers one higher to the 5190 series. Robert Ford noted that in 1920, the SP electrics carried 25M passengers, but their operational costs were 1.27 dollars for each 1.00 dollar collected in fares. That deficit may account for the economical way the fence in this picture has been reinforced.

L233-155-Courtesy BAERA, Western Railway Museum Archives, 58771oab, (Image 34 of 49)

This detail from the previous north view ca. 1920 shows the poles increasing to Ashby Ave. to no. 5196 on the east, and to no. 5195 on the west, just north of the flagman’s hut. The first pole north of Ashby Ave. is no. 5197, not no. 5200, so a rigid pole number-street assignment does not hold up. The train observed way in the distance on Ellsworth St. was the only image found of a train north of Ashby Ave. The building architecture at Ashby Ave. on the north side is unchanged in 2020.

L233-160-Courtesy BAERA, Western Railway Museum Archives, 58771oab, Detail, (Image 35 of 49)

This southwest view from Ashby Ave. from 1922 shows the flagman’s hut, serving the employee enlisted to prevent SP trains from hitting Key streetcars.

L233-165-SP Photo P-230, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76029oab, (Image 36 of 49)

The flagman takes a break in this southwest detail from 1922. The house behind the hut has survived to 2020, but not the one to the west. According to Ford, in 1919, the Ellsworth St. line carried 4265 passengers per day, less than the 5952 carried by the Shattuck line, but more than the Ninth St. or California St. lines. About one third of the 72k daily SP electrics ridership came from Oakland’s 7th St. line, and the Alameda lines were each under 6000.

L233-170-SP Photo P-230, Sappers Coll., Courtesy BAERA, W. Railway Museum Arch., 76029oab, Detail, (Image 37 of 49)

This east view ca. 1920 down Ashby shows the flagman at work, greeting a train, not in this image, heading south on Elllsworth St. The houses on the south side of Ashby Ave. toward Telegraph Ave. are long gone, appreciating that the Whole Foods situated there today was preceded by the Berkeley Co-op, and Sid’s Grocery before that.

L233-175-Courtesy BAERA, Western Railway Museum Archives, 24634oab, (Image 38 of 49)

Back to the beginning of the only known image of an Ellsworth St. line train in Berkeley. The pole no. 5182 positions the train at the Prince St. stop on the northeast corner in this northeast view. Daniella Thompson pinpointed the date to 1912-1914 since the building in the picture, 2327-29 Prince St., was replaced by the aforementioned apartment building in 1914. Check back to see the latter in L233-130, or any view from 2020.

L233-180-Courtesy Peterson-Krambles Archive, (Image 39 of 49)

With no more SP Valuation photos available, the ride along Ellsworth street from Ashby Ave., red arrow, to the terminus at Allston Way, green arrow, can only be documented by mid-1920s northeast obliques. The blue arrow points to St. Mark’s Episcopal Church on the southeast corner of Bancroft Way and Ellsworth St., the location of which will be discussed next. Ref: SLC_644_NoDate_28

L233-185-George Russell Photo, Courtesy the California State Lands Commission, (Image 40 of 49)

This northeast view from the mid-1920s provides a closer view of St. Mark’s, and the two blocks north to Allston Way along Ellsworth St. In early 1931, UC Berkeley obtained the two square block area west of Dana St. and south of Alston Way to build sports facilities, mainly Edwards Field and Evans Diamond. The SP was asked to cut back the line to Bancroft Way, placing the stop in front of the church. This also eliminated the crossing of streetcar tracks on Bancroft Way. Ref: SLC_644_NoDate_35

L233-190-George Russell Photo, Courtesy the California State Lands Commission, (Image 41 of 49)

The change in the northern terminus in the line is reflected in this employee timetable from 1932. Going back to 1918, as a result of yearly requests to the State Railroad Commission, SRRC, by the SP and Key System to raise fares, the SRRC suggested creating a “Composite Equivalent”, whereby duplication of lines between the two transit agencies would be eliminated to reduce operating costs.

L233-195-Courtesy John Harder, (Image 42 of 49)

Ralph Demoro took this panoramic northeast view of a SP Shattuck line train at Adeline St. and Woolsey St. on July 5, 1941, three weeks before the SP abandoned electric service in the East Bay. All that remained of the existence of the Ellsworth St. line was a single pole at the corner. The SP and Key had resisted the SRRC merger plan due to the added infrastructure costs to implement the plan.

L233-200-Ralph Demoro Photo, Courtesy John Harder, (Image 43 of 49)

A view of the abandoned curved cut in 1938, looking northeast from Woolsey St., left, and a south view from Prince St., right. By 1929, it was clear that the Bay Bridge would be built, with adding train tracks in the discussion. This would eliminate the ferries and the piers. Bridge use by three railways, the SP, Key and SN, would require that duplicate lines be eliminated to create a workable traffic flow. Then came the Depression.

L233-205-Roy Covert Photo, Courtesy BAERA, estern Ralway Museum Archives, 24610oab, (Image 44 of 49)

A north view is shown from within the abandoned private right-of-way between Webster St. and Ashby Ave. in 1938. By early 1933, what had been proposed by the SRRC in 1918 would be implemented, and the SP Ellsworth St. line would be eliminated in favor of the Key System’s Alcatraz Ave line. The California St. line would end as well. Ford notes that two days before the changes were to be implemented, Mar. 26, 1933, the city of Berkeley filed a protest with the SRRC. The latter responded by saying that no Berkeley resident would need to walk more than a half mile to access a train station after the line reductions.

L233-210-Roy Covert Photo, Courtesy BAERA, estern Ralway Museum Archives, 24613oab, (Image 45 of 49)

The right-of-way of the Ellsworth St. line between Woolsey St. and Ashby St. would remain open through 1939. The SP announced their intentions to abandon the entire East Bay on Feb. 26, 1940 due to yearly losses of 1M dollars. The Nortonville Apartments and construction on Ashby Ave. that soon followed eliminated any chance to retain the transit corridor for future use.

L233-215-Courtesy U.C. Santa Barbara Library, Special Research Collections, (Image 46 of 49)

The local effort by the neighborhood to design and initiate construction of Halcyon Commons in the 1992-1996 timeframe had nothing to do with the SP right-of-way, but eliminated what had been a parking lot on the southwest section of Halcyon Ct. Appreciation to Berkeley Partners for Parks founder and president John Steere for conducting a tour outlining the creation of this local jewel. Go for a visit and see pictures that tell the story.

L233-220-Stuart Swiedler Photos, (Image 47 of 49)

Building the Commons had a second, but lesser benefit. The digging exposed the prior existence of a train line that once served this neighborhood, here documented by Co-Chair of the Halcyon Neighborhood Association and E-News Editor, Nancy Carleton.

L233-225-Photos by Nancy Carleton, (Image 48 of 49)

So stop by on foot and explore what remains of a train line elusive to photographic documentation. Acknowledgement and appreciation to Daniella Thompson for supplying every bit of information presented about the buildings in the area, to Halcyon Common pioneers Nancy Carleton and John Steere, to Art Peterson for generously sending the print of train 301 at Prince St., to John Harder for images and fruitful discussions, and Grant Ute and Ron Hook for the SP pole numbering system and other helpful guidance.

L233-230-Stuart Swiedler Photos, (Image 49 of 49)