Freight Sequences through Dougherty

This southeast view from Jan. 1979 taken by Wayne Monger at Alcosta Blvd. with a telephoto lens pans the remaining operational 5.7 mile Southern Pacific, SP, San Ramon Branch between Radum and the spur to Kodak, the switch seen in front of the trestle over Coyote Creek. Note the snow at the top of the ridge, right.

L273-02-Wayne Monger Photo, Courtesy Wayne Monger, (Image 1 of 36)

This review will include the portion between Alcosta Blvd. and Highway 580, the major landmark being Dougherty station. The present trail deviates west from the right-of-way at Alcosta Blvd., yellow arrow, and even further after Coyote Creek, red arrow. South of Amador Valley Blvd., the trail veers away from the railroad trail as it crosses Alamo Creek, maroon arrow, then returns to the railroad right-of-way. Ref: AAA July 25,1939, BUT-BUU-279-59, left

L273-05-c-5750 279-59 Courtesy of UCSB Library Geospatial Collection, l, and Google Earth, r , (Image 2 of 36)

The deviation of the trail from the railroad course has allowed the original railroad bed to remain relatively intact between Alcosta Blvd. and Amador Valley Rd. As shown here, the trestle just south of Dublin High School has even survived, north view, 2022.

L273-10-Courtesy Google Maps, (Image 3 of 36)

Dudley Westler’s southeast view from the Mar. 30, 1952 California-Nevada Railroad Historical Society excursion powered by SP 1741 shows a trestle that is most likely the one crossing Coyote Creek. The image in L273-05 shows a railing on that structure, but this will be reassessed later.

L273-15-Dudley Westler Photo, Courtesy BAERA, Western Railway Museum Archives, 119458sp, (Image 4 of 36)

Arthur Lloyd took a very similar southeast view on Mar. 30, 1952 to document that there was absolutely nothing else in the area along the track at the time.

L273-20-Arthur Lloyd Photo, Courtesy BAERA, Western Railway Museum Archives, 116079sp, (Image 5 of 36)

Two northwest-directed aerials from Feb. 11, 1965, left, and Dec. 14, 1965, right, show the progress of the construction of the Highway 680-Highway 580 interchange.

L273-25-Copyright California Department of Transportation, 11405-8, l, 12313-6, r , (Image 6 of 36)

One additional northwest-directed aerial from Sept. 3, 1964, left, and a detail, right, highlight the three water crossings south of Alcosta Blvd. The trestle marked by the orange arrow is the one that is still present in 2022.

L273-30-Copyright California Department of Transportation, 10944-3, (Image 7 of 36)

Note the absence of railings on the larger trestle over Coyote Creek in these details from Sept. 3, 1964, the smaller one to the south, left, and the most southerly-placed one, right. The one to the north over Coyote Creek matches up in scale and structure with the trestle introduced earlier from 1952. The trestle marked by the orange arrow is the one that is still present in 2022.

L273-35-Copyright California Department of Transportation, 10944-3, Details, (Image 8 of 36)

These north-directed aerials from May 16, 1965, left, and October 28, 1980, right, document the addition of two important entities from the late 1960s. The red arrow points to Kodak, while the green arrow marks the spur from the mainline to that warehouse. The yellow arrow points to Dublin High School, the athletic fields occasionally finding their way at the edge of images to follow.

L273-40-cas-65-130 10-157 ALA, l, gs-vezr 2-121, r, Courtesy of UCSB Library Geospatial Collection, (Image 9 of 36)

On the left, Dudley Westler labeled this image 1.5 miles north of Dougherty, a southeast view from the rear car from the Mar. 30, 1952 California-Nevada Railroad Historical Society excursion. This should be south of the Coyote Creek crossing. On the right, Wayne Monger captured this diesel trio alongside the Dublin High School athletic field, with the Kodak warehouse in the background, northwest view, Feb. 1982. This train had left its caboose back at Dougherty, and set off to Kodak to retrieve this empty boxcar.

L273-45-Dudley Westler Photo, Courtesy BAERA, W.R.M. Arch., 119456sp, l, Wayne Monger Photo, r, (Image 10 of 36)

Next, a southeast aerial view taken north of the construction of the Alcosta Blvd.-Highway 680 interchange, left, from Sept. 3, 1964, also including the Highway 580-Highway 680 interchange and points south. The area within the orange box is enlarged on the right, showing the most southerly trestle already reviewed, yellow arrow, the trestle over Alamo Creek, turquoise arrow, and the H. Arendt and Co. warehouse, red arrow, dating back to at least 1912, taking the review to Dougherty.

L273-50-Copyright California Department of Transportation, 10944-1, (Image 11 of 36)

This 1939 aerial view of Dougherty station shows the Arendt warehouse, and to the left or north of it, a loading platform, and to the right or south, an office, according to Irma Dotson in her book, “San Ramon Branch Line of the Southern Pacific”. Also note Alamo Creek and the significant accumulation of freight rolling stock.

L273-55-c-5750 279-59; AAA 07-25-1939, BUT-BUU, Courtesy of UCSB Library Geospatial Collection, (Image 12 of 36)

Ahead to Feb. 16, 1951, two aerial views along State Highway 50. On the left, and east view from San Ramon Rd. or Route 21, and on the right, a west view from the intersection with Tassajara Rd. To the right or south of Highway 50 is what remained of the original Naval base built during WWII, Camp Parks. The Air Force started rebuilding the base at this time, and Parks Air Force Base was the new name. The land in the foreground had been leased by the Navy to the County of Alameda for use as Santa Rita Jail.

L273-60-Copyright California Department of Transportation, 2005-4 , l, 2005-3, r, (Image 13 of 36)

A detail from the previous west view aerial from Feb. 16, 1951 features the railroad from Alamo Creek, right or north, to Highway 50, left or south, and all the rail connections to the Air Force base.

L273-65-Copyright California Department of Transportation, 2004-3 , (Image 14 of 36)

Two more west view details from Feb. 16, 1951 are shown here to document the track arrangement. On the right, from the warehouse and Dougherty Rd. showing the most northerly spur into the base as well as one trestle, and on the left, the wye structure for entry into the base and a second trestle.

L273-70-Copyright California Department of Transportation, 2003, (Image 15 of 36)

A final west view detail from Feb. 16, 1951 shows the track arrangement on the southern border along Highway 50.

L273-75-Copyright California Department of Transportation, 2003 , (Image 16 of 36)

The 1960s could not have been a very productive time for the team track at Dougherty based on these two southeast views taken on Nov. 8, 1965 by the California Public Utilities Commission Rail Safety Division as part of an assessment along the entire San Ramon Branch right-of-way. In addition, the Army had taken over the base in 1959, and it was primarily set aside for reserve units.

L273-80-Ernie A. VonIbsch Collection, Courtesy BAERA, Western Railway Museum Archives, (Image 17 of 36)

The east view shown on the left marking the progress of the new Dougherty Rd.-Highway 580 interchange on Mar. 3, 1970 also provides a clear view of the SP operation. A detail, right, shows the Arendt warehouse, the Dougherty Rd. crossing, and the team track area appearing in better condition than the previous images from 1965. Also, signs of some rail activity to the Alameda County Stores Department warehouse. Wayne Monger noted that “inside switching of freight cars was performed by the Alameda County Stores Dept. personnel using a rather historic 25-ton gas-mechanical locomotive, former 3 ft. narrow-gauge Spanish Creek Lumber no. 2.” In 2022, it resides at the Feather River Rail Society of Portola, CA.

L273-85-Copyright California Department of Transportation, 16624-2, (Image 18 of 36)

An east view, left, and southeast view, right, taken by Wayne Monger in July 1972 show two boxcars on the siding just south of the Dougherty Rd. crossing. Wayne Monger commented that boxcars sitting on the stub end team track just south of the Dougherty Rd. crossing often contained building materials, mostly wallboard, for the new homes being constructed in the Dublin-Pleasanton area.

L273-90-Wayne Monger Photos, Courtesy Wayne Monger, (Image 19 of 36)

This additional detail of the previous aerial taken on Mar. 13, 1970 shows the line further south with a spur. Wayne Monger commented “it was a steel supply company for many years. You can see the spur off the SR Branch mainline going into the property, and about six car lengths inside the fence line where there is the area for unloading steel from flatcars and gondolas.”

L273-95-Copyright California Department of Transportation, 16624-2, (Image 20 of 36)

By 1973, the Army had renamed the facility Parks Reserve Forces Training Area, sparingly needed for reserve units. These two aerials, a northeast view on the left, and a southwest view on the right, from Mar. 13, 1981, provide views of the completed Dougherty Rd.-Highway 580 interchange and details of the SP operation at that time.

L273-100-Herrington-Olson Photo, Courtesy BAERA, Western Railway Museum Archives, 182691sp, (Image 21 of 36)

A detail of the previous northeast view from Mar. 13, 1981 provides a sweeping panorama of the SP right-of-way. The Arendt warehouse is no longer present just north of the Dougherty Rd. crossing, and a single spur feeds the Alameda County Stores Department primary supply warehouse.

L273-105-Herrington-Olson Photo, Courtesy BAERA, Western Railway Museum Archives, 182689sp Detail, (Image 22 of 36)

The spur to the steel supply company is seen in this east view from Mar. 3, 1981, orange arrow. There doesn’t appear to be much material around the main building compared to the image in L273-95. An additional spur is seen just north of Highway 580, yellow arrow. The building closest to that spur has 84 Lumber written on it. The review to Highway 580 is now complete. Now to turn to sequences of freight activity along the line.

L273-110-Herrington-Olson Photo, Courtesy BAERA, Western Railway Museum Archives, 182684sp, (Image 23 of 36)

First, Wayne Monger’s northwest view from the north side of Highway 580 in Mar. 1981, as three diesel engines push the freight past the southerly switch of the lumber yard. Wayne comments, “Note the second car behind the locomotives, a specialized cryogenic compressed gas car that requires an “idler” car at both ends, in this case two empty SP plug-door boxcars. This cryogenic compressed gas car has either just been picked up from or is heading out to the LOX facility at Vasco Rd. east of Livermore. The usual train crew orders are not to drop off and leave this car anywhere while they are doing the rest of their local switching.”

L273-115-Wayne Monger Photo, Courtesy Wayne Monger, (Image 24 of 36)

As for the train’s origin, Wayne explained that “in the early ‘80s, the SP had eliminated the East Pleasanton Switcher and closed the East Pleasanton yard office. Instead, the East Pleasanton Turn, originating at Bayshore Yard-South San Francisco, would come across the Dumbarton Bridge and up Niles Canyon, arriving at East Pleasanton around 4 PM. The road power from Bayshore would be 2 or 3 GP9Es.” East view at Dougherty Rd. Rd. crossing, Mar. 1981.

L273-120-Wayne Monger Photo, Courtesy Wayne Monger, (Image 25 of 36)

Closing in on Kodak in Mar. 1981, Wayne continues that “the rear two 50 ft. plug door boxcars, one an orange D&RGW car, carry chemicals and other film-related materials … When they get to the Kodak plant, they will shove the caboose up the mainline clear of the switch into Kodak, cut off and tie down the brakes on the caboose, then shove the two loaded boxcars into the Kodak plant spur, and maybe even pick up 1 or 2 empty outbound boxcars that are already at Kodak. Once they finish their switching and spotting the loaded boxcars at Kodak, they will get the caboose back on and head back to East Pleasanton yard.”

L273-125-Wayne Monger Photo, Courtesy Wayne Monger, (Image 26 of 36)

The next sequence addresses the distance those diesels had to push the cars to Dougherty. The southwest view in the left panel taken by Wayne in Feb. 1982 would suggest at least from Radum. The placement of that image in 2022 would be along the south end of Hacienda Business Center in Pleasanton. Note the poles are now on the east flank, and Highway 580 can just be made out along the left center edge. The southeast view in the right panel shows the train readying to enter the Dougherty Rd. crossing to clear the switch.

L273-130-Wayne Monger Photos, Courtesy Wayne Monger, (Image 27 of 36)

Continuing in Feb. 1982, these four views toward the south illustrate, left to right, top to bottom, how the train would pull ahead to the Camp Parks spur after detaching the caboose on the mainline, bring in the loaded boxcar, and have the brakeman lining the various switches to clear a path for the freed locomotives. After reuniting with the caboose and an air test, it was time to shove backwards to the Kodak plant to pick up empty cars as the sun set, as seen next …

L273-135-Wayne Monger Photos, Courtesy Wayne Monger, (Image 28 of 36)

… in a northwest view, again, Feb. 1982.

L273-140-Wayne Monger Photo, Courtesy Wayne Monger, (Image 29 of 36)

The last sequence from Wayne, ahead to June 1983, GP9Es SP 2667 and SP 2666 push a loaded boxcar to Kodak in north, left, and west, right, views. Note the Kodak warehouse in the left center edge, left panel, and right center edge, right panel, as well as a bit of the Dublin High School fence along the left edge in the latter.

L273-145-Wayne Monger Photos, Courtesy Wayne Monger, (Image 30 of 36)

SP 2667 and SP 2666 returning “cab hop” from dropping off the boxcar at Kodak seen in north, left, and south, right, views in June 1983. Appreciation to Wayne Monger for his images, comments and explanations on review, and patience. Next time, to the end of the road. But first, acknowledgement to Dublin H.S. student Alex D. for pointing out omissions and errors in the original update. These have been corrected, but what follows are his images and descriptions in his own words from recent photos he has taken.

L273-150-Wayne Monger Photos, Courtesy Wayne Monger, (Image 31 of 36)

Today, the Iron Horse Trail does not follow precisely on the original route of the branch. Instead, at Alamo Creek it diverges to follow the now straightened Coyote Creek. One of the most visible remnants of the railroad though, is the aforementioned Alamo Creek Trestle which now serves as possibly a service-road for the City of Dublin. Old rails are used as fence posts or, some other reason at both sides of the bridge approaches.

L273-155-Alex D. Photo, Courtesy Alex D., and Google Maps, (Image 32 of 36)

Visible just a little bit north from the Iron Horse Trail crossing of Amador Valley Blvd, is the very evident former roadbed of the railroad. Being quite overgrown, the ballast is still there alongside the now mature saplings of the young Oaks that once lined the railroad. Occasionally, service vehicles are parked here.

L273-160-Alex D. Photo, Courtesy Alex D., and Google Maps, (Image 33 of 36)

L273-30 and L273-35 show a circa 1963 aerial photo of a trestle that still exists as of 2022. The trestle, which has been fenced off and is currently dilapidated, is now passed by everyday by commuting Dublin High School students and trail-goers.

L273-165-Alex D. Photo, Courtesy Alex D., and Google Maps, (Image 34 of 36)

The Coyote Creek Bridge was demolished following the abandonment of the branch-line and construction of new subdivision homes here, but the former trestle pilings still lie partially-submerged in the water; a testament to the mighty wooden trestles of the Western U.S.

L273-170-Alex D. Photo, Courtesy Alex D., and Google Maps, (Image 35 of 36)

Summary image.

L273-175-Alex D. Photo, Courtesy Alex D., and Google Maps, (Image 36 of 36)