The Chestnut Street Connector and War – Highway 880 and the Union Street Connector

The previous presentation emphasized the importance of rail traffic to and from the Oakland Army Base by the SN after it failed to renew its franchise on Shafter Ave. This update will document how the SN’s parent Western Pacific Railroad, WP, eventually created a direct connection to the base with their mainline on 3rd St. in Oakland. East view, Feb, 2, 1955. Ref: Detail of ALA-C-19L-57

L190-05-Pacific Resources Inc. Photos, Courtesy Oakland History Room, Oakland Public Library , (Image 1 of 51)

The major reasons for the delay in providing the WP direct access to the base and the solutions to the major issues are visible in this north view from Feb. 23, 1955, and form the basis for this update. An annotated version of this image follows.

L190-10-Copyright California Department of Transportation, 4230-3 , (Image 2 of 51)

A north view from the Port of Oakland from Feb. 23, 1955 showing the southern-most portion of the route of the Oakland Terminal Railway, OTR, a subsidiary of the WP and the Santa Fe Railroads. Explanations for the events between 1946-1957 will be provided accompanied by a set of images of the OTR’s path on Key System trackage that would no longer be utilized once the SN was eliminated in 1957.

L190-11-Copyright California Department of Transportation, 4230-3 , (Image 3 of 51)

The Nov. 2, 1951 Oakland Tribune announced that the WP would seek a franchise to connect the Oakland Terminal Railway, OTR, with its mainline using Union St. The SN would be abandoned as far east as Lafayette, eliminating that railway’s path through residential streets in Oakland, across Highway 13 and the tunnel. North view of SN 440 at 40th St. station circa 1950.

L190-15-Tom Gray Photo, Courtesy Tom Gray, (Image 4 of 51)

The proposal would provide the WP with direct access to the Oakland Army Base via the OTR as far north as the Key System’s Yerba Buena Yard, create a hook up with the Santa Fe, and eliminate switching cars with the Southern Pacific Railroad, SP, in this area. South view of SN 442 at 40th St. station circa 1950. The building across 40th St. is occupied by Moran Supply as of 2019.

L190-20-Tom Gray Photo, Courtesy Tom Gray, (Image 5 of 51)

After the SN failed to renew its franchise on Shafter Ave. in 1946, the City of Oakland rejected this proposal over the next 5 years primarily because a Union St. extension would cross land intended for the planned Eastshore Freeway, Highway 880. By 1951, the WP was awaiting the estimate for the cost of elevating the freeway above the tracks, the ultimate deal maker. Northeast view of SN 440 at 40th St. and Grove St., now MLK Jr. Way, passing the former Sacred Heart Catholic Church.

L190-25-Tom Gray Photo, Courtesy Tom Gray, (Image 6 of 51)

The Oakland Tribune of Jan. 9, 1952 reported that the OTR had applied and presented their case to the City of Oakland for a connector to extend its operation onto Union St. from its terminus at 12th St. to 5th St. to link with the Western Pacific, WP, main line on 3rd St. The WP would pay for the cost of elevating the freeway above the tracks. Northeast view of SN 440 in 1948 turning off 40th St. to Yerba Buena Ave.

L190-30-Arthur Lloyd Photo, Courtesy Arthur Lloyd, (Image 7 of 51)

Once at 5th St., the OTR would gain access to WP property crossing 3rd st. and Magnolia St. and avoid crossing the SP mainline. The Oakland City Council approved the application after months of what was described as bitter arguments as the new connection would cut up the residential district and add fire safety issues. Business interests supported the measure. Northeast view of SN 442 on Yerba Buena Ave.

L190-35-Robert P. Townley Photo, Courtesy Robert P. Townley , (Image 8 of 51)

The Oakland Tribune reported on July 8, 1956 that the Interstate Commerce Commission, ICC, in Washington D.C., had authorized the changes to allow the connector to be built. Northeast view of SN 440 in 1948 at San Pablo Ave. passing the Key Club and Bank of America.

L190-40-Tom Gray Photo, Courtesy Tom Gray, (Image 9 of 51)

As a result, 18 miles of SN track from 40th St. and Shafter Ave. to Lafayette Station would be eliminated, and the OTR would end its lease of Key System tracks along 40th St. and Yerba Buena Ave., both actions contingent on the construction of two miles of track approved to be built on Union St. to connect the OTR to the WP. Northeast view of SN 440 in 1948 along the Key System Emeryville Shops. Note Birney car no. 62 in tow.

L190-45-Arthur Lloyd Photo, Courtesy Arthur Lloyd, (Image 10 of 51)

First to explore the OTR tracks to be maintained post-connector construction. To the left, a 1931 map showing the railroad freight lines and spurs in West Oakland in 1931, to the right a north oblique from Apr. 24, 1954. The white arrow is the starting point at Key System Tower no. 2 and the Louise St. cut-off, the red arrow where the latter becomes Poplar St. as it crosses Peralta St., and the turquoise arrow where the OTR tracks end at 12th St. and Union St.

L190-50-Courtesy BAERA, WRM Archives, 106539, Copyright Calif. Depart. of Transportation, 3800-1, (Image 11 of 51)

For identification purposes, Tower no. 2 as seen in a southeast view in 1937 prior to the freeway approach to the Bay Bridge.

L190-53-Ralph Demoro Photo, Courtesy John Harder, (Image 12 of 51)

To start the tour at Tower no. 2, this southeast view from Nov. 16, 1954 is presented.

L190-55-Copyright California Department of Transportation, 4073-2 , (Image 13 of 51)

Key Tower no. 2 sat along the south side of the Key mainline and to the south of the Santa Fe operations as seen in this southeast view from Nov. 16, 1954. The tower guarded the Louise St. cut-off, the latter surrounded by the Key Yerba Buena Yards, with the Key Emeryville Shops to the left or east of the cut.

L190-60-Copyright California Department of Transportation, 4073-2, Detail, (Image 14 of 51)

The same place on Feb. 23, 1955, an east view of the Bay Bridge approach, Key System, and Santa Fe operations.

L190-65-Copyright California Department of Transportation, 4230-7, Detail , (Image 15 of 51)

An east view of the Louise St. cut-off, Feb. 23, 1955.

L190-70-Copyright California Department of Transportation, 4230-7, Detail , (Image 16 of 51)

An east view of Louise St. heading toward the Poplar St.-Peralta St. intersection with the red arrows marking the right-of-way, Feb. 23, 1955.

L190-75-Copyright California Department of Transportation, 4230-7, Detail , (Image 17 of 51)

Ahead to Aug. 31, 1955, a north view showing no evidence of Highway 880 construction. If unsure of the identification of the major roads, go to the next annotated version ...

L190-80-Copyright California Department of Transportation, 4540-5 , (Image 18 of 51)

A north view from Aug. 31, 1955, now with major roads identified. Detailed views to follow.

L190-81-Copyright California Department of Transportation, 4540-5 , (Image 19 of 51)

Start at the top left at Tower no. 2, and follow the right-of-way to the southeast as it meets the Poplar St.-Peralta St. intersection at the right edge, center, Aug. 31, 1955.

L190-85-Copyright California Department of Transportation, 4540-5, Detail, (Image 20 of 51)

Now to continue on the right-of-way heading south on Poplar St. An important OTR spur can be seen heading northeast onto the visibly lowest or southern-most cross street, 26th St., Aug. 31, 1955, north view. Based on the map in L190-50, this spur continued east to Linden St.

L190-90-Copyright California Department of Transportation, 4540-5, Detail, (Image 21 of 51)

Even further south on Poplar St., the cut for the Key System B line carves its way to the southeast and onto 22nd St., Aug. 31, 1955, north view.

L190-95-Copyright California Department of Transportation, 4540-5, Detail, (Image 22 of 51)

Now turning a hundred-and-eighty degrees to look south, the cut for the Key System B line is in the lower left corner, but the central attraction is the Peralta St.-Cypress St. crossing. The latter, also referred to as Route 69 on Aug. 31, 1955, was once a minor, discontinuous street, but the need for a large path to the new Bay Bridge in 1936 changed all that, making ground for its imminent transformation to Highway 880.

L190-100-Copyright California Department of Transportation, 4540-1 , (Image 23 of 51)

More details to savor from L190-100, a south view from Aug. 31, 1955.

L190-105-Copyright California Department of Transportation, 4540-1, Detail, (Image 24 of 51)

Next, an east view down the very industrial-based 22nd St. on Aug. 31, 1955. The abundant automobile traffic on Cypress St. served as a forewarning to the traffic nightmares to evolve on the freeway.

L190-110-Copyright California Department of Transportation, 4540-3 , (Image 25 of 51)

A detail of an east view down 22nd St. on Aug. 31, 1955. According to the map in L190-50, the OTR’s reach extended to the east to San Pablo Ave.

L190-115-Copyright California Department of Transportation, 4540-3, Detail, (Image 26 of 51)

A north view, this time from Apr. 24th, 1954, shows the 22nd St. Key B line cut-off visible along the top, or north, and the Nabisco factory and 12th St. in the foreground, both separated by the venerable De Fremery Park. The freight cars by the Nabisco plant mark the southern end of the OTR track, as Key A line tracks swing to the south around them onto 12th St. heading for downtown Oakland.

L190-120-Copyright California Department of Transportation, 3800-1, Detail, (Image 27 of 51)

A lone Santa Fe boxcar sits to the south of the plant of the longstanding Bay Area paper firm of Blake, Moffitt and Towne Aug. 31, 1955 at the level of 20th St. as seen in the map in L190-50. A Santa Fe customer based on Western Pacific Circular no.167-E, the tracks can be traced in the map in L190-50 from that railroad’s 40th St. operation all the way to where it crossed the two sets of Key-OTR tracks on Poplar St. as seen here.

L190-125-Copyright California Department of Transportation, 4540-5, Detail, (Image 28 of 51)

Directly across from De Fremery Park, on the north side of 18th St. between Poplar and Union Sts., once stood the Alameda County Detention Home. Appreciation to Betty Marvin at the Oakland Cultural Heritage Survey for identifying this imposing building that was constructed in 1915 for 70,000 dollars with Henry H. Myers as architect. North view, Aug. 31, 1955.

L190-130-Copyright California Department of Transportation, 4540-5, Detail, (Image 29 of 51)

With this north view, the tour has reached the southern-most end of the line for the OTR. At this date, Apr. 24, 1954, there is no evidence of any freeway transformation on Cypress St., running along the left or west edge of the image, or for any Union St. connector implementation.

L190-135-Copyright California Department of Transportation, 3800-1, Detail , (Image 30 of 51)

However, initial construction of the Eastshore Freeway was already underway downtown by Apr. 4, 1954, seen here in this north view of early entrance and exit ramps in place. Note the underpass for the Posey Tube to Alameda.

L190-140-Copyright California Department of Transportation, 3800-6 , (Image 31 of 51)

The area for the new freeway between 5th and 7th Sts. is at the stage of land acquisition and clearing by Apr. 24, 1954, east view. The intersection of Union St. and 5th St., the southern end of the WP’s planned connector, is indicated by the red box.

L190-145-Copyright California Department of Transportation, 3800-3 , (Image 32 of 51)

A little more than one year later, Aug. 7, 1955, significant construction has already occurred at Union St., noting that the structure there is elevated. East view.

L190-150-Copyright California Department of Transportation, 4503-1 , (Image 33 of 51)

A north view from from Feb. 23, 1955 is shown here, an intermediate time between the previous two images. City officials were concerned that the Union St. connector, turquoise line, would negatively impact the residential area that included Cole Elementary School, violet arrow, and surrounding Peralta Villa. However, the Oakland Tribune articles cited from the 1951-52 period reiterate that the WP’s willingness to pay for the highway to be elevated sealed the deal.

L190-155-Copyright California Department of Transportation, 4230-3, (Image 34 of 51)

This detail from a north view from Feb. 23, 1955 explains how the WP managed to create the connector without crossing the SP mainline given that continuing south on Union St. to its mainline without deviation would have done so. Shown just to the left or west of Union St. and 5th St. and marked by the boxcars was an existing WP spur. Read on ...

L190-160-Copyright California Department of Transportation, 4230-3, Detail , (Image 35 of 51)

Start with south view from Aug. 31, 1955.

L190-165-Copyright California Department of Transportation, 4540-14, (Image 36 of 51)

A detail from a south view from Aug. 31, 1955 shows the northern end of the WP existing spur at 5th St. by the boxcar, red arrow; the sweep of the curve of the spur, yellow arrow, to avoid the SP mainline; the point where the WP has completed crossing the SP mainline, violet arrow; the WP spur joining WP mainline, blue arrow, just east of Chestnut St., green arrow. The yellow arrow indicates where the connector would eventually enter at 5th St. More details to come.

L190-170-Copyright California Department of Transportation, 4540-14, Detail , (Image 37 of 51)

For the construction for the connector itself, this north view from Feb. 23, 1955 is presented.

L190-175-Copyright California Department of Transportation, 4230-3, Detail , (Image 38 of 51)

This east view of the Nabisco plant at 12th between Poplar and Union Sts. from Aug. 7, 1955 provides more details of the existing track prior to the 1956 ICC approval date to initiate construction of the connector.

L190-180-Copyright California Department of Transportation, 4503-1 , (Image 39 of 51)

Next a series of ground images taken by John Harder from the winter of 1956-1957 of the connector construction starting with this southeast view of a Key A-line Bridge Unit navigating the upheaval.

L190-185-John Harder Photo, Courtesy John Harder, (Image 40 of 51)

Key A-line Bridge Unit 160 avoids the placement of the necessary switch track that will ultimately enter Union St., southeast view.

L190-190-John Harder Photo, Courtesy John Harder, (Image 41 of 51)

A northwest view of the construction of the switch track.

L190-195-Harre Demoro Photo, Courtesy John Harder, (Image 42 of 51)

A northwest view from Union St.

L190-200-John Harder Photo, Courtesy John Harder, (Image 43 of 51)

Vernon Sappers was also there to record the progress, with the final gap in the link nearing completion, southeast view.

L190-205-Harre Demoro Photo, Courtesy John Harder, (Image 44 of 51)

Further down the connector to the south, this south view from Jan. 1957 shows the progress on Union St. closing in on the freeway overpass.

L190-210-Courtesy BAERA, Western Railway Museum Archives, 55481OT, (Image 45 of 51)

The completed freeway on June 7, 1957 in a south view along with the SP rail yard. It was on the double-decker portion over the former Cypress St. where a section collapsed in the Loma Prieta earthquake of 1989.

L190-215-Copyright California Department of Transportation, 5496-2 , (Image 46 of 51)

A north view of the freeway on June 7, 1957, with the Union St. connector in view.

L190-220-Copyright California Department of Transportation, 5496-5 , (Image 47 of 51)

A detail of the northern-most section of the Union St. connector on June 7, 1957 showing the single track that had been in place and in operation starting Mar. 1, 1957.

L190-225-Copyright California Department of Transportation, 5496-4, Detail , (Image 48 of 51)

For the portion of the connector south of the freeway, this north-oriented vertical aerial image from 1965 will be utilized. See the next detail. Ref: Flight CAS_65_130, Frame 15-117; Designation on Frame: Ala 15-117, May 18, 1965

L190-230-Courtesy UCSB Library, Special Research Collections, Detail , (Image 49 of 51)

A detail from the north-oriented vertical aerial image from 1965 shows where the connector veered west, red arrow, after passing south under the freeway, and where it was positioned just prior to joining the mainline, blue arrow. The north end of the new spur was set east of the original pre-1957 spur track, and was multi-track until just west of the Adeline St. overpass, green arrow. Ref: UCSB Ref: Flight CAS_65_130, Frame 15-117; Designation on Frame: Ala 15-117, May 18, 1965

L190-235-Courtesy UCSB Library, Special Research Collections, Detail , (Image 50 of 51)

The scene is the abandoned SN complex at 40th St. and Shafter Ave., a northeast panorama created from two Bob Townley photos taken from the roof of 415 40th St. The complex would have been gone long before 1957 had the WP seized upon Walter Arnstein’s idea to utilize the existing track on Chestnut St. in the mid-1920s. Much appreciation to John Harder and Betty Marvin for their contributions to this update.

L190-240-Robert P. Townley Photo, Courtesy Robert P. Townley , (Image 51 of 51)