Golden Gate (train)

Golden Gate
The Golden Gate circa 1938
Overview
Service type Inter-city rail
Locale California
First service July 1, 1938
Last service April 28, 1968
Former operator(s) Atchison, Topeka and Santa Fe Railway
Route
Start Oakland
Stops 7
End Bakersfield
Average journey time 9 hours 25 minutes
Service frequency Daily
Train number(s) 60/61/62/63
On-board services
Seating arrangements Chair cars
Catering facilities Lunch-counter dining car
Baggage facilities Baggage car
Technical
Track gauge 4 ft 8 1⁄2 in (1,435 mm)
Operating speed 53.3 mph

The Golden Gate was one of the named passenger trains of the Atchison, Topeka and Santa Fe Railway (Santa Fe). It ran between Oakland and Bakersfield, California; its bus connections provided service between San Francisco and Los Angeles via California's San Joaquin Valley.

History

In 1912 The Santa Fe tried to compete with Southern Pacific Railroad (SP) with overnight trains that included cars to and from San Diego, the Saint train to San Francisco and the Angel train to Los Angeles. The Santa Fe route via San Bernardino and Barstow was longer than the SP route via Glendale and Lancaster and the San Francisco to Los Angeles schedule was 16 hrs 45 minutes, compared to 14-45 for SP's Owl and 13-45 for the Lark. The Saint and Angel were withdrawn in 1918.[1]

In 1936 the completion of improvements on the Ridge Route highway south of Bakersfield and the San Francisco-Oakland Bay Bridge gave the Santa Fe an opportunity to compete with the SP with faster service. The lightweight Golden Gate streamliners were assigned Nos. 60–63 and ran daily between Oakland (station was actually in Emeryville) and Bakersfield. Santa Fe buses connected San Francisco across the San Francisco - Oakland Bay Bridge to Oakland and between Bakersfield and Los Angeles, most with stops at North Hollywood and Hollywood and some with stops at Burbank, Glendale, and Pasadena. The Oakland transfer point moved to Richmond in 1958 with buses making stops at Oakland and Berkeley.[2]

A competitor to the Southern Pacific Railroad's San Joaquin Daylight, the Golden Gate's scheduled 9-hour and 25-minute time bested that of the Daylight. After a series of hearings and legal challenges, the new six-car consists entered service on July 1, 1938. Coach fares were $6.00 one-way, $10.80 round-trip, rates that were matched by the SP. San Francisco to Los Angeles was 312.8 rail miles plus 112 bus miles.

In 1939 another train, the Valley Flyer, was added to the Bakersfield-Oakland route[3] to carry passengers to the Golden Gate International Exposition. In 1940 the Exposition ended and this train moved to the San Diego to Los Angeles route.

The Golden Gate was all but eliminated on April 11, 1965, though No. 62 was reassigned as No. 8 and took over the duties of the southbound Fast Mail Express. That service ended April 28, 1968. Today Amtrak California's San Joaquin runs the same route from Port Chicago to Bakersfield.

Timeline

  • January 20, 1912: The Santa Fe begins service between Los Angeles and San Francisco via Barstow and Bakersfield with overnight trains with through cars from/to San Diego, the Saint northbound and the Angel southbound.
  • December 31, 1918: The Saint and the Angel are discontinued.
  • October 8, 1935: The Santa Fe applies for permission from the Railroad Commission of the State of California to operate "one-ticket, point-to-point, streamlined train service" between San Francisco and Bakersfield, with coordinated motor coach (bus) service extending the route south to Los Angeles.
  • November 12, 1936: The San Francisco – Oakland Bay Bridge opens.
  • July 1, 1938: Santa Fe's coordinated rail-bus service starts.
  • June 11, 1939: The Valley Flyer is added to the route to serve the Golden Gate International Exposition.
  • 1940: The Golden Gate consists expand to seven cars with the addition of two "chair" cars.
  • 1940-1941 Valley Flyer reassigned to service between San Diego and Los Angeles.
  • 1942: Consist expands to 7 cars, and each logs 626 daily miles.
  • July 1949: Valley-type 6-6-4 sleeping cars are added to train Nos. 60 and 61.
  • 1957: Train Nos. 62 and 63 add railway post office cars to their consists.
  • 1958: round-end observation cars are discontinued.
  • February 2, 1958: Train No. 61 is withdrawn from service.
  • June 15, 1958: rail service is cut back from Oakland to Richmond.
  • April 11, 1965: Train Nos. 60 and 63 are withdrawn and No. 62 is redesignated as No. 8.
  • April 28, 1968: The Golden Gate makes its last run.

Equipment used

Initial Golden Gate consists (two lightweight trainsets), July 1938:

The Golden Gate consists (two trainsets) as of March 1948:

  • EMC E1A Locomotive #3LA, #4LA, #5L, #7L–#9L (shared power with the San Diegan)
  • Baggage-"Chair" car / Coach with newsstand (36 seats) #3490–#3491
  • "Chair" car / Coach (52 seats) #3070–#3116, #3119, #3137–#3166
  • "Chair" car / Coach (52 seats) #3070–#3116, #3119, #3137–#3166
  • "Chair" car / Lounge #3117–#3118
  • Fred Harvey Company Lunch Counter Diner #1500–#1507
  • "Chair" car / Coach (52 seats) #3070–#3116, #3119, #3137–#3166
  • Leg Rest "Chair" car / Coach (44 seats)* #2861–#2911
  • Sleeper Valley-type (6 sections, 6 roomettes, 4 bedrooms)
  • Round-end "Chair" car / Coach-Observation (58 seats) #3243–3244
*Extra car added between Chicago and Oakland during the summer months.

Golden Gate consists in 1958:

 Nos. 60–63

  • any lightweight Baggage
  • "Chair" car / Coach (52 seats) #3070–#3101, #3108, #3111, #3115, #3119, #3144–#3158
  • "Chair" car / Coach (52 seats) #3070–#3101, #3108, #3111, #3115, #3119, #3144–#3158
  • Bar-Lounge #1388–#1399, #1346–#1349
  • Fred Harvey Company Lunch Counter (Diner) #1500, #1503–#1507
  • "Chair" car / Coach (52 seats) #3070–#3101, #3108, #3111, #3115, #3119, #3144–#3158
  • "Chair" car / Coach (52 seats) #3070–#3101, #3108, #3111, #3115, #3119, #3144–#3158

 No. 62 only

  • Railway Post Office-Baggage #3402–#3408, #3600–#3606
  • any lightweight Baggage
  • "Chair" car / Coach (52 seats) #3070–#3101, #3108, #3111, #3115, #3119, #3144–#3158
  • "Chair" car / Coach (52 seats) #3070–#3101, #3108, #3111, #3115, #3119, #3144–#3158
  • Bar-Lounge #1388–#1399, #1346–#1349
  • Fred Harvey Company Lunch Counter (Diner) #1500, #1503–#1507
  • "Chair" car / Coach (52 seats) #3070–#3101, #3108, #3111, #3115, #3119, #3144–#3158
  • "Chair" car / Coach (52 seats) #3070–#3101, #3108, #3111, #3115, #3119, #3144–#3158

In May 1960 two-unit ALCO PA sets replaced the F-units. Car #1346 was converted to a "Vend-O-Lounge" vending machine car in May 1964 (operated by the Harvey Company), though it failed to gain acceptance and was replaced with a 1500-series Lunch Counter Diner the following September.

See also

References

  1. ↑ Duke and Kistler, pp. 63,65
  2. ↑ Duke and Kistler, pp.99-101
  3. ↑ Duke and Kistler, pp. 102-103
  • Duke, Donald; Kistler, Stan (1963). Santa Fe...Steel Rails through California. San Marino, CA: Golden West Books. ISBN 0-87095-009-6.
  • Duke, Donald (1997). Santa Fe: The Railroad Gateway to the American West, Volume One. Golden West Books, San Marino, CA. ISBN 0-87095-110-6.
  • Frailey, Fred W. (1974). A Quarter Century of Santa Fe Consists. RPC Publications, Godfrey, IL.
  • Pelouze, Richard W. (1997). Trademarks of the Santa Fe Railway and Peripheral Subjects. The Santa Fe Railway Historical & Modeling Society, Inc., Highlands Ranch, CO. ISBN 978-1-933587-06-6.
  • Signor, John R. (2005). "The Golden Gate Trains". The Warbonnet. 11 (1): 6–25.
  • Wayner, Robert J., ed. (1972). Car Names, Numbers and Consists. New York: Wayner Publications. OCLC 8848690.
  • Zimmermann, Karl R. (1987). Santa Fe Streamliners: The Chiefs and their Tribesmen. New York: Quadrant Press. ISBN 0915276410. OCLC 19005401.
This article is issued from Wikipedia. The text is licensed under Creative Commons - Attribution - Sharealike. Additional terms may apply for the media files.