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A Streamline coach from the ''Daylight'' service was converted for commute use in 1965 by adding five-abreast seating (one seat for two, and another seat for three across the aisle) for a total of 122 seats.<ref name=Wx4-2 /> It was not popular and was sold to the Stockton Terminal & Eastern in 1971. Instead, to increase passenger capacity, SP purchased a third flight of "Gallery" cars, delivered in 1968, which may be distinguished from the 1955/57 Gallery cars by a different window configuration.<ref name=DieselEra /><ref>{{cite web |url=http://www.trainweb.org/fredatsf/commute60.htm |title=Southern Pacific commuter train (San Francisco peninsula), 1960s-1985 |author=Klein, Fred |date=2013 |website=TrainWeb |accessdate=26 April 2017}}</ref>
A Streamline coach from the ''Daylight'' service was converted for commute use in 1965 by adding five-abreast seating (one seat for two, and another seat for three across the aisle) for a total of 122 seats.<ref name=Wx4-2 /> It was not popular and was sold to the Stockton Terminal & Eastern in 1971. Instead, to increase passenger capacity, SP purchased a third flight of "Gallery" cars, delivered in 1968, which may be distinguished from the 1955/57 Gallery cars by a different window configuration.<ref name=DieselEra /><ref>{{cite web |url=http://www.trainweb.org/fredatsf/commute60.htm |title=Southern Pacific commuter train (San Francisco peninsula), 1960s-1985 |author=Klein, Fred |date=2013 |website=TrainWeb |accessdate=26 April 2017}}</ref>

==Fares==
{|class="wikitable" style="text-align:center;font-size: 80%;"
|+ style="font-size: 150%;" |'''Peninsula Commute Historical Prices'''{{efn|Prices are One-way/''Round Trip'' ['''Monthly''']. Starting in 1973, no discount was applied to round trip tickets, which were priced at 2× the one-way fare, so round-trip prices are not shown for 1973 and later.}}
|-
! scope="col" |Miles{{efn|Original mileage based on western alignment}}!!scope="col" |Station{{efn|Historical station names}}
! scope="col" |{{date|04 May 1884|none}}<ref name=1884TT>{{cite web |url=http://wx4.org/to/foam/sp/assorted/sp1884fares.jpg |title=Schedule of Commutation Rates |date=4 May 1884 |author=<!--Staff writer(s); no by-line.--> |publisher=Southern Pacific |website=wx4's Dome of Foam |accessdate=20 July 2016}}</ref>
! scope="col" |{{date|25 Jun 1899|none}}<ref name=1899TT>{{cite web |url=http://wx4.org/to/foam/sp/maps/sp1899tt_coast_spc.pdf |title=Coast Division: Time Schedules of Passenger Trains: Monterey Line—Broad Gauge |date=25 June 1899 |author=<!--Staff writer(s); no by-line.--> |publisher=Southern Pacific |website=wx4's Dome of Foam |accessdate=20 July 2016}}</ref>
! scope="col" |Miles{{efn|Revised mileage based on 1907 Bayshore cutoff route. Stations are coincident from San Bruno south to San Jose.}}!!scope="col" |Station
! scope="col"|{{date|05 May 1938|none}}<ref name=1938TT>{{cite web |url=http://wx4.org/to/foam/sp/maps/sp1938commute_tt.pdf |title=Southern Pacific Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, Mayfield, San Jose, Los Altos, Los Gatos |author=Southern Pacific |editor=wx4 |date=5 May 1938 |website=wx4's Dome of Foam |accessdate=18 July 2016}}</ref>
! scope="col"|{{date|27 Sep 1953|none}}<ref name=1953TT>{{cite web |url=https://www.flickr.com/photos/103688802@N02/16183764886/ |title=Southern Pacific Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose, Los Altos, Los Gatos |author=Southern Pacific |editor=mpar21 |date=27 September 1953 |website=flickr |accessdate=18 July 2016}}</ref>
!scope="col"|Zone{{efn|Zones instituted some time prior to 1958 to simplify fare structure}}
! scope="col"|{{date|28 Sep 1958|none}}<ref name=1958TT>{{cite web |url=https://www.flickr.com/photos/jafafahots/8414562089/ |title=Southern Pacific Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose, Los Altos, Los Gatos |author=Southern Pacific |editor=Jafafa Hots |date=28 September 1958 |website=flickr |accessdate=18 July 2016}}</ref>{{efn|Time tables prior to 1964 include the Vasona Branch line, listing prices (but not schedules) for destinations along branch line starting at Mayfield (California Ave) including Los Altos, Loyola, Simla, Monta Vista, Congress Jct. and terminating at Los Gatos.}}
! scope="col"|{{date|12 May 1968|none}}<ref name=1968TT>{{cite web |url=http://wx4.org/to/foam/sp/assorted/sp1968tt_1.jpg |title=Southern Pacific PENINSULA Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose, Los Gatos |author=Southern Pacific |editor=wx4 |date=12 May 1968 |website=wx4's Dome of Foam |accessdate=18 July 2016}}</ref>
! scope="col"|{{date|22 Dec 1973|none}}<ref name=1973TT>{{cite web |url=https://www.flickr.com/photos/103688802@N02/27450757794/ |title=Southern Pacific PENINSULA Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose |author=Southern Pacific |editor=mpar21 |date=22 December 1953 |website=flickr |accessdate=18 July 2016}}</ref>
! scope="col"|{{date|01 May 1976|none}}<ref name=1976TT>{{cite web |url=http://espee.railfan.net/ptt/commute_tt_05-01-1976aa.jpg |title=Southern Pacific PENINSULA Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose and intermediate stations |date=1 May 1976 |website=Espee Railfan |accessdate=7 July 2016}}</ref>
! scope="col"|{{date|01 Apr 1978|none}}<ref name=1978TT>{{cite web |url=http://www.railsaroundthebay.net/history/commutes/schedules/index.html |title=Southern Pacific PENINSULA Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose and intermediate stations |date=1 April 1978 |website=Rails Around the Bay |accessdate=7 July 2016 |archiveurl=https://web.archive.org/web/20070701131255/http://www.railsaroundthebay.net/history/commutes/schedules/index.html |archivedate=1 July 2007 |deadurl=yes}}</ref>
|-
!scope="row"|0.0
| style="font-size: 80%;" |Townsend St
|rowspan="2"|0.00 ['''0.00''']
|rowspan="3"|0.00 ['''0.00''']
| style="background: #f2f2f2;"|'''0.0'''
| style="font-size: 80%;" |[[San Francisco 4th and King Street Station|San Francisco]]
|rowspan="5"|0.00 ['''0.00''']
|rowspan="4"|0.00 ['''0.00''']
|style="font-size: 300%;" rowspan="4"|'''SF'''
|rowspan="5"|0.00 ['''0.00''']
|rowspan="5"|0.00 ['''0.00''']
|rowspan="4"|0.00 ['''0.00''']
|rowspan="4"|0.00 ['''0.00''']
|rowspan="4"|0.00 ['''0.00''']
|-
!scope="row"|3.4
| style="font-size: 80%;" |Valencia St|| style="background: #f2f2f2;"|'''1.9'''
| style="font-size: 80%;" |[[22nd Street (Caltrain station)|23rd St]]
|-
!scope="row"|4.6
| style="font-size: 80%;" |Bernal
|0.15/''0.30'' ['''3.00''']
| style="background: #f2f2f2;"|'''4.1'''
| style="font-size: 80%;" |[[Paul Avenue (Caltrain station)|Paul Ave]]
|-
!scope="row"|6.9
| style="font-size: 80%;" |Ocean View{{efn|Named ''San Miguel'' in 1879 timetable}}
|0.15/''0.30'' ['''4.00''']
|0.15/''0.25'' ['''3.00''']
| style="background: #f2f2f2;"|'''5.2'''
| style="font-size: 80%;" |[[Bayshore (Caltrain station)|Bayshore]]
|- style="background: #fdd;"
!scope="row"|9.2
| style="font-size: 80%;" |Colma
|0.25/''0.40'' ['''5.00''']
|0.25/''0.40'' ['''3.50''']
| style="background: #f2f2f2;"|'''8.6'''
| style="font-size: 80%;" |[[Butler Road (Peninsula Commute station)|Butler Road]]{{efn|Butler Road moved between Zone 1 and SF several times.}}
|rowspan="2"|0.25/''0.45'' ['''8.00''']
|style="font-size: 300%;color: #f00;" rowspan="5"|'''1'''
|rowspan="3"|1.10 ['''27.00''']
|rowspan="3"|1.15 ['''29.25''']
|rowspan="3"|1.45 ['''36.55''']
|- style="background: #fdd;"
!scope="row"|12.2
| style="font-size: 80%;" |Baden
|0.40/''0.70'' ['''6.00''']
|0.35/''0.50'' ['''4.50''']
| style="background: #f2f2f2;"|'''9.3'''
| style="font-size: 80%;" |[[South_San_Francisco_(Caltrain_station)|So. San Francisco]]
|0.20/''0.35'' ['''3.96''']
|rowspan="4"|0.50/''0.90'' ['''13.25''']
|rowspan="2"|0.70/''1.30'' ['''18.30''']
|- style="background: #fdd;"
!scope="row"|14.3
| style="font-size: 80%;" |San Bruno
|0.50/''0.90'' ['''7.00''']
|0.40/''0.50'' ['''5.00''']
| style="background: #f2f2f2;"|'''11.6'''
| style="font-size: 80%;" |[[San Bruno (Caltrain station)|San Bruno]]
|0.20/''0.40'' ['''4.36''']
|0.30/''0.55'' ['''8.20''']
|- style="background: #fdd;"
!scope="row"|—
| style="font-size: 80%;" |—
| style="background: #fff;" colspan="2"|N/A
| style="background: #f2f2f2;"|'''12.x'''
| style="font-size: 80%;" |[[Lomita Park, California|Lomita Park]]{{efn|Lomita Park was closed in the 1960s.}}
|0.20/''0.40'' ['''4.83''']
|0.34/''0.65'' ['''9.00''']
| style="background: #fff;" colspan="4"|N/A
|- style="background: #fdd;"
!scope="row"|17.0
| style="font-size: 80%;" |Millbrae
|0.60/''1.10'' ['''8.00''']
|0.45/''0.65'' ['''5.50''']
| style="background: #f2f2f2;"|'''13.7'''
| style="font-size: 80%;" |[[Millbrae Intermodal Terminal|Millbrae]]
|0.20/''0.40'' ['''5.42''']
|0.37/''0.70'' ['''10.20''']
|0.70/''1.30'' ['''18.30''']
|1.10 ['''27.00''']
|1.15 ['''29.25''']
|1.45 ['''36.55''']
|- style="background: #dfd;"
!scope="row"|—
| style="font-size: 80%;" |—
| style="background: #fff;" colspan="2"|N/A
| style="background: #f2f2f2;"|'''15.2'''
| style="font-size: 80%;" |[[Broadway (Caltrain station)|Broadway]]
|0.25/''0.45'' ['''6.02''']
|0.42/''0.80'' ['''11.05''']
|style="font-size: 300%;color: #080" rowspan="4"|'''2'''
|rowspan="4"|0.60/''1.10'' ['''16.50''']
|rowspan="4"|0.90/''1.65'' ['''22.20''']
|rowspan="4"|1.30 ['''31.75''']
|rowspan="4"|1.35 ['''34.25''']
|rowspan="4"|1.70 ['''42.80''']
|- style="background: #dfd;"
!scope="row"|19.2
| style="font-size: 80%;" |Burlingame{{efn|Named ''Oak Grove'' in the 1879 time table}}
|0.70/''1.25'' ['''8.50''']
|0.55/''0.90'' ['''5.75''']
| style="background: #f2f2f2;"|'''16.3'''
| style="font-size: 80%;" |[[Burlingame (Caltrain station)|Burlingame]]
|0.25/''0.45'' ['''6.47''']
|0.42/''0.80'' ['''11.75''']
|- style="background: #dfd;"
!scope="row"|21.1
| style="font-size: 80%;" |San Mateo
|0.75/''1.35'' ['''9.00''']
|0.60/''1.00'' ['''6.00''']
| style="background: #f2f2f2;"|'''17.9'''
| style="font-size: 80%;" |[[San Mateo (Caltrain station)|San Mateo]]
|0.25/''0.45'' ['''7.07''']
|0.47/''0.85'' ['''12.90''']
|- style="background: #dfd;"
!scope="row"|—
| style="font-size: 80%;" |—
| style="background: #fff;" colspan="2"|N/A
| style="background: #f2f2f2;"|'''18.9'''
| style="font-size: 80%;" |[[Hayward_Park_(Caltrain_station)|Hayward Park]]{{efn|''Leslie'' in the 1938 time tables}}
|0.35/''0.57'' ['''7.53''']
|0.50/''0.90'' ['''13.40''']
|- style="background: #fda;"
!scope="row"|24.x
| style="font-size: 80%;" |Beresford
| style="background: #fff;"|N/A
|0.70/''N/A'' ['''N/A''']{{efn|Round trip and single-rider monthly commutation not sold for Beresford. Family commutation sold for {{US$|14.00|1899|round=2}}, good for thirty one-way trips within six months.}}
| style="background: #f2f2f2;"|'''20.3'''
| style="font-size: 80%;" |[[Hillsdale (Caltrain station)|Hillsdale]]{{efn|''Beresford'' in the 1938 time tables}}
|0.35/''0.57'' ['''8.06''']
|0.55/''1.00'' ['''14.40''']
| style="font-size: 300%;color: #f80" rowspan="4"|'''3'''
|rowspan="4"|0.77/''1.45'' ['''19.75''']
|rowspan="4"|1.10/''1.95'' ['''26.10''']
|rowspan="4"|1.60 ['''36.50''']
|rowspan="4"|1.70 ['''39.25''']
|rowspan="4"|2.10 ['''49.05''']
|- style="background: #fda;"
!scope="row"|25.1
| style="font-size: 80%;" |Belmont
|0.90/''1.65'' ['''10.00''']
|0.70/''1.10'' ['''7.00''']
| style="background: #f2f2f2;"|'''21.9'''
| style="font-size: 80%;" |[[Belmont (Caltrain station)|Belmont]]
|0.40/''0.59'' ['''8.66''']
|0.59/''1.10'' ['''15.50''']
|- style="background: #fda;"
!scope="row"|27.x
| style="font-size: 80%;" |San Carlos
| style="background: #fff;"|N/A
|0.75/''1.25'' ['''7.50''']
| style="background: #f2f2f2;"|'''23.2'''
| style="font-size: 80%;" |[[San Carlos (Caltrain station)|San Carlos]]
|0.45/''0.69'' ['''9.18''']
|0.59/''1.10'' ['''16.00''']
|- style="background: #fda;"
!scope="row"|28.6
| style="font-size: 80%;" |Redwood
|1.00/''1.85'' ['''11.50''']
|0.80/''1.25'' ['''8.00''']
| style="background: #f2f2f2;"|'''25.4'''
| style="font-size: 80%;" |[[Redwood City (Caltrain station)|Redwood City]]
|0.50/''0.75'' ['''10.04''']
|0.67/''1.25'' ['''17.10''']
|- style="background: #ddf;"
!scope="row"|30.9
| style="font-size: 80%;" |Fair Oaks
|1.10/''2.00'' ['''12.50''']
|0.90/''1.50'' ['''8.50''']
| style="background: #f2f2f2;"|'''27.8'''
| style="font-size: 80%;" |[[Atherton (Caltrain station)|Atherton]]
|0.55/''0.80'' ['''11.03''']
|0.72/''1.30'' ['''18.35''']
|style="font-size: 300%;color: #00f" rowspan="4"|'''4'''
|rowspan="4"|1.00/''1.82'' ['''23.00''']
|rowspan="4"|1.35/''2.50'' ['''30.00''']
|rowspan="4"|1.95 ['''41.25''']
|rowspan="4"|2.05 ['''44.25''']
|rowspan="4"|2.55 ['''55.30''']
|- style="background: #ddf;"
!scope="row"|32.1
| style="font-size: 80%;" |Menlo Park
|1.15/''2.10'' ['''13.00''']
|0.95/''1.50'' ['''9.00''']
| style="background: #f2f2f2;"|'''28.9'''
| style="font-size: 80%;" |[[Menlo Park (Caltrain station)|Menlo Park]]
|0.55/''0.87'' ['''11.43''']
|0.75/''1.35'' ['''19.10''']
|- style="background: #ddf;"
!scope="row"|34.x
| style="font-size: 80%;" |Palo Alto
| style="background: #fff;"|N/A
|0.95/''1.50'' ['''9.50''']
| style="background: #f2f2f2;"|'''30.1'''
| style="font-size: 80%;" |[[Palo Alto (Caltrain station)|Palo Alto]]
|0.60/''0.93'' ['''11.96''']
|0.80/''1.45'' ['''19.35''']
|- style="background: #ddf;"
!scope="row"|34.9
| style="font-size: 80%;" |Mayfield
|1.25/''2.25'' ['''14.00''']
|1.00/''1.60'' ['''10.00''']
| style="background: #f2f2f2;"|'''31.8'''
| style="font-size: 80%;" |[[California Avenue (Caltrain station)|California Ave]]{{efn|''Mayfield'' in the 1938 time tables}}
|0.65/''0.98'' ['''12.62''']
|0.84/''1.55'' ['''20.45''']
|- style="background: #ffa;"
!scope="row"|38.x
| style="font-size: 80%;" |Castros
| style="background: #fff;"|N/A
|1.10/''N/A'' ['''N/A''']{{efn|Round trip and single-rider monthly commutation not sold for Castros. Family commutation sold for {{US$|22.00|1899|round=2}}, good for thirty one-way trips within six months.}}
| style="background: #f2f2f2;"|'''34.8'''
|style="font-size: 80%;" |[[Castro (Caltrain station)|Castro]]
|0.70/''1.10'' ['''13.80''']
|0.87/''1.60'' ['''21.75''']
|style="font-size: 300%;" rowspan="3"|'''5'''
|rowspan="3"|1.18/''2.14'' ['''26.50''']
|rowspan="3"|1.60/''2.85'' ['''34.20''']
|rowspan="3"|2.25 ['''46.25''']
|rowspan="3"|2.40 ['''49.50''']
|rowspan="3"|3.00 ['''61.90''']
|- style="background: #ffa;"
!scope="row"|39.1
| style="font-size: 80%;" |Mtn. View
|1.40/''2.55'' ['''16.00''']
|1.15/''1.75'' ['''11.00''']
| style="background: #f2f2f2;"|'''36.1'''
| style="font-size: 80%;" |[[Downtown Mountain View Station|Mountain View]]
|0.74/''1.10'' ['''14.33''']
|0.92/''1.70'' ['''22.55''']
|- style="background: #ffa;"
!scope="row"|41.9
| style="font-size: 80%;" |Murphys
| style="background: #fff;"|N/A
|1.25/''N/A'' ['''N/A''']{{efn|Round trip and single-rider monthly commutation not sold for Murphys. Family commutation sold for {{US$|25.00|1899|round=2}}, good for thirty one-way trips within six months.}}
| style="background: #f2f2f2;"|'''38.8'''
| style="font-size: 80%;" |[[Sunnyvale (Caltrain station)|Sunnyvale]]
|0.80/''1.23'' ['''15.39''']
|1.00/''1.80'' ['''23.30''']
|- style="background: #ed8;"
!scope="row"|47.4
| style="font-size: 80%;" |Santa Clara
|1.65/''3.05'' ['''19.00''']
|1.25/''2.00'' ['''14.00''']
| style="background: #f2f2f2;"|'''44.3'''
| style="font-size: 80%;" |[[Santa Clara Station (California)|Santa Clara]]
|0.90/''1.40'' ['''17.56''']
|1.12/''2.05'' ['''25.55''']
|style="font-size: 300%;color: #a80;" rowspan="3"|'''6'''
|rowspan="3"|1.32/''2.36'' ['''28.50''']
|rowspan="3"|1.75/''3.10'' ['''36.60''']
|rowspan="3"|2.40 ['''49.25''']
|rowspan="3"|2.55 ['''52.75''']
|rowspan="3"|3.20 ['''65.95''']
|- style="background: #ed8;"
!scope="row"|49.6
| style="font-size: 80%;" |College Park
| style="background: #fff;"|N/A
|1.25/''N/A'' ['''N/A''']{{efn|Round trip and single-rider monthly commutation not sold for College Park. Family commutation sold for {{US$|25.00|1899|round=2}}, good for thirty one-way trips within six months.}}
| style="background: #f2f2f2;"|'''45.7'''
| style="font-size: 80%;" |[[College_Park_(Caltrain_station)|College Park]]
|0.94/''1.47'' ['''18.09''']
|1.17/''2.15'' ['''26.35''']
|- style="background: #ed8;"
!scope="row"|50.0
| style="font-size: 80%;" |San Jose
|1.75/''3.25'' ['''20.00''']
|1.25/''2.00'' ['''15.00''']
| style="background: #f2f2f2;"|'''46.9'''
| style="font-size: 80%;" |[[San Jose Diridon station|San Jose]]
|0.97/''1.52'' ['''18.62''']
|1.19/''2.15'' ['''26.50''']
|-
|colspan=14 |'''Notes'''<br/>{{notelist|30em}}
|}



==See also==
==See also==

Revision as of 15:59, 26 April 2017

See Caltrain for the commuter rail service currently operating on the San Francisco Peninsula.
Peninsula Commute
West of Santa Clara, a Southern Pacific EMD SD9 leads a two-car train before the Caltrain takeover
West of Santa Clara, a Southern Pacific EMD SD9 leads a two-car train before the Caltrain takeover
Overview
OwnerSan Jose & San Francisco Railroad (1863–1870)
Southern Pacific (1870–1980)
Area servedSan Francisco Peninsula
Santa Clara Valley
LocaleSan Francisco, San Mateo, and Santa Clara
Transit typeCommuter rail
Number of lines1
Number of stations32
Operation
Began operation1863
Operator(s)San Jose & San Francisco Railroad (1863–1870)
Southern Pacific (1870–1980)
Charactercommuter railroad with level crossings
partial service on freight lines
Technical
System length50 mi (80 km)
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Top speed79 mph (127 km/h)

The Peninsula Commute, also known as the Southern Pacific Peninsula or just Peninsula, was the common name for commuter rail service between San Jose, California and San Francisco, California on the San Francisco Peninsula. This service ran as a private, for-profit enterprise beginning in 1863. Due to operating losses, the Southern Pacific Railroad (SP) petitioned to discontinue the service in 1977. Subsidies were provided through the California Department of Transportation (Caltrans) in 1980 to continue service, and it was renamed Caltrain.

History

Since 1863 the San Francisco Peninsula, the series of towns (and later, cities) between San Francisco and San Jose, has been served by a railroad. The Southern Pacific first provided freight and passenger service, followed briefly by the California Department of Transportation (Caltrans) and finally a Joint Powers Board which runs today's passenger trains.

San Francisco–San Jose Railroad

Main article: San Francisco and San Jose Railroad

Although a line had been proposed in the past, construction on the railroad between San Francisco and San Jose was started in 1860 "by a group of local capitalists of more than ordinary energy and resources" under the auspices of the San Francisco and San Jose Rail Road (SF&SJ),[1] and completed in 1863. The Central Pacific Railroad transferred its rights for the construction of the right-of-way between San Jose and Sacramento to the Western Pacific Railroad (WPRR, which was founded by the same members that had founded the SF&SJ) in late 1862.

In December 1865, the Southern Pacific Railroad Company (SP) was incorporated to build a rail line between San Francisco and San Diego.[1] The "Big 4" of Stanford, Huntington, Hopkins and Crocker showed a controlling interest in the SF&SJ and SP by the end of 1868, and the SF&SJ, SP, the Santa Clara and Pajaro Valley Railroad, and the California Southern were folded into a consolidated Southern Pacific Railroad on October 12, 1870.[2]

Under Southern Pacific

Pictoral map of system in 1885

Under Southern Pacific the line was double tracked in 1904 and multiple cutoffs were built over a period ending in 1910. The first of these, the Bayshore Cutoff, opened in 1907 and rerouted the line through a series of five tunnels built along the shoreline of San Francisco Bay. This saved approximately three miles compared to the prior route, which veered to the west around San Bruno Mountain and obviated the need for helper engines to bring trains over the mountain. The second, the Mayfield Cutoff, opened in 1908 to provide service to western Santa Clara Valley cities such as Los Altos and Los Gatos. The third, the Dumbarton Cutoff, opened in 1910 and included the first bridge across San Francisco Bay, between Newark and Menlo Park, saving many miles to Oakland and Sacramento compared to the prior route through San Jose and Santa Clara.

SP's Peninsula Commute experienced record ridership during World War II. During the war, 26 trains ran between San Jose and San Francisco, with headways as low as 5 minutes (traveling north) in the mornings and 3 minutes (traveling south) in the evenings.[3] After the war, a May 1946 railroad strike displaced approximately 10,000 train passengers onto highways,[4] causing "historic" traffic jams along the Bayshore Highway, with commute times for some automobile drivers to balloon from 30 minutes to 75 minutes going from Burlingame to San Francisco, a distance of approximately 19 miles (31 km).[5] However, in the period after the war, Peninsula roads were improved; the four-lane undivided Bayshore Highway (completed in 1925) was rebuilt into a six-lane divided freeway between 1949–1962, and Interstate 280 was completed in the 1970s.[6] Train ridership declined with the rise of automobile use, going from a peak of 9.2 million annual boardings in 1954 to 4.4 million in 1977.[7]

On several occasions during the 1960s and 1970s, SP attempted to discontinue the commute service due to increasing deficits and stagnant ridership. Ridership was 11,500 daily passengers on 22 trains in 1970,[8] compared to 12,000 daily passengers in 1967[9] and 10,000 daily passengers in 1946.[4] In 1971, when Amtrak took over long distance passenger operations, Southern Pacific's extended commute train to Monterey, California, the "Del Monte", was discontinued. Some SP passenger locomotives were sold to Amtrak and the remainder were transferred to Peninsula Commute service, which continued to operate.

In 1978/79, SP leased several GE P30CHs from Amtrak to operate the Peninsula Commute. 4th & King (October, 1978)

However, the Peninsula Commute was no longer profitable: operating deficits were rising, from US$670,000 (equivalent to $6,582,000 in 2023) in 1964 to over US$1,000,000 (equivalent to $8,760,000 in 2023) by 1968, US$5,300,000 (equivalent to $30,010,000 in 2023) by 1975, and US$9,000,000 (equivalent to $48,190,000 in 2023) just one year later in 1976 according to an independent review,[10] which prompted SP to petition the California Public Utilities Commission (CPUC) for a fare increase of 111 percent, as fares had increased minimally[11][12] and ridership, approximately 12,000 passengers per day in 1967[9] remained flat, despite the fuel crisis.[13] Because the CPUC decision process was so slow, SP President Benjamin Biaggini offered to purchase 1,000 eight-passenger vans and donate them for vanpools in exchange for permanently discontinuing the Peninsula Commute service.[14][15][16]

In May, 1977 SP formally filed a petition with the CPUC to discontinue the commuter operation due to ongoing losses. At that time, SP was running 44 trains a day.[17]

State administration and Caltrain

Main article: Caltrain
Last days of SP equipment, including these "Suburban" single-level cars at 22nd Street (April 1985)

In response to the CPUC petition, Assemblymember Lou Papan wrote Assembly Bill 1853, which allowed local transit districts served by the Peninsula Commute to purchase tickets at face value and sell them at a discount, subsidizing passengers.[18] AB 1853 also allowed the California Department of Transportation (Caltrans) to negotiate with SP for operation of the commuter rail service and the purchase of the right-of-way between Daly City and San Bruno, which had only seen occasional freight traffic since the completion of the Bayshore Cutoff in 1907.[18][19][20][21]

To preserve the commuter service, Caltrans took over financial responsibility on July 1, 1980 (1980-07-01), and contracted with SP to operate the service. During the Caltrans administration, Caltrans purchased new locomotives and cars that replaced the SP equipment in 1985, upgraded stations, introduced shuttle buses to nearby employers, and renamed the operation Caltrain.

However, the state felt that regional control of the Peninsula Commute was more appropriate, and the Peninsula Corridor right-of-way was purchased for US$202,000,000 (equivalent to $451,900,000 in 2023) from SP in 1991 by the newly-formed Peninsula Corridor Joint Powers Board (PCJPB),[22] who subsequently assumed responsibility for the operation of Caltrain in 1992.

Rolling stock

SP took over the Peninsula Corridor route from the SF&SJ in 1870 and assumed control of the existing set of locomotives and passenger cars, which were mainly 4-4-0 steam engines and 36-passenger wooden railcars. As SP began introducing diesel locomotives on its long-distance (main-line) routes, steam engines were moved into Peninsula Commute service, culminating in the use of the large "General Service" 4-8-4 locomotives which served the Peninsula Corridor through 1957. Diesel-electric Fairbanks-Morse Train Masters had been running in Peninsula Commute service since 1954. Fairbanks-Morse and, later, EMD diesels served the Peninsula Commute past 1980, when the state-run CalTrain began assuming financial responsibility for the service, and were not retired until 1985, when the state purchased new EMD F40PH locomotives. One of the factors driving the purchase of new locomotives was the dramatic increase in annual lease costs in 1985.[23]

Locomotives

Main article: List of Peninsula Commute locomotives
Steam
Steam locomotives of the Peninsula Commute[24]
Builder Model/Class Locomotive Numbers Years of Service Notes Photograph
Various 4-4-0
2-6-0
4-4-2 		1870-1900s
Various 4-6-0 c.1900s-1950s
American Locomotive Company "Pacific" 4-6-2 2400–2404 c.1923/24–1954 Built 1904; displaced from main-line passenger service by 4-8-2 locomotives.
Baldwin 2405–2427 Built 1906–1907; displaced from main-line passenger service by 4-8-2 locomotives.
Schenectady 4-8-2 4300–4327 c.1945–1954 Built 1923–1924; displaced from main-line passenger service by 4-8-4.
Baldwin GS-1
4-8-4 		4400–4409 c.1950–1957 Built 1930; displaced from main-line passenger service by diesel-electric locomotives.
Lima GS-2 and GS-3
4-8-4 		4410–4429 Built 1937
GS-4
4-8-4 		4430–4469 Built 1941–43

With population (and ridership) growth on the Peninsula, the initial mix of 4-4-0, 2-6-0, and 4-4-2 locomotives were replaced by 4-6-0s.[24] Older locomotives were redesignated to Commute service after they were displaced by newer locomotives assuming main-line (long-distance, inter-city) passenger service. Pacific-type 4-6-2s were used on peak-hour commutes by the 1930s and 1940s, displacing 4-6-0s, and more 4-6-2s were made available for the Commute by the introduction of 4-8-2s in main-line service; by 1945, the 4-8-2s were displacing 4-6-2s on peak-hour trains, 4-6-2s were moved to off-peak service, and 4-6-0s were used on weekend trains.[24] By the early 1950s, peak-hour trains were pulling up to seventeen cars in a single consist, requiring the use of the "General Service" class 4-8-4s.[24]

After gaining experience with diesel engines in main-line service, SP began testing various diesel locomotives for the Peninsula Commute, finally selecting the Fairbanks-Morse H-24-66 "Train Master" because the relatively short distance between stations meant acceleration (and power) was the paramount priority.[24] The final steam-led Peninsula Commute train departed San Francisco for San Jose on January 22, 1957, led by 4-8-4 No. 4430.[24] However, 4-6-2 No. 2472 was moved from San Francisco to San Jose at the head of Caltrain #74 on December 16, 1994; #2472 was to lead a special charity excursion train back to San Francisco the next day. While coupled to Caltrain #74, though, #2472 was used to help accelerate the train out of each station, so it was not just a cosmetic appearance.[25] #2472 has since been used occasionally along the Peninsula Corridor for special service, but not while providing revenue passenger service.

Diesel
Diesel locomotives of the Peninsula Commute[24][26]
Builder Model Locomotive Numbers Years of Service Notes Photograph
EMD EMD GP9 3186–3196 1954–1985 Rebuilt largely in 1965-66 for passenger service; renumbered to 3186-3196 in 1975. Reverted to SP control in 1985 after lease expired.[23]
1982 "Rainbow" scheme
Fairbanks Morse FM H-24-66 3020–3035 1954–1975 Delivered as 4800–4815; 4800 and 4801 were the F-M "western" demonstrators TM-3 and TM-4. Renumbered to 3020–3035 in 1966. All retired and scrapped once major rebuilds were required.
EMD EMD SDP45 3200–3209 1971–1985 Moved from long-distance (inter-city) service after Amtrak takeover in 1971. Replaced F-M H-24-66 as they were retired. Pulled from duty in 1978–79. Reverted to SP control in 1985.[23]
EMD EMD SD9 4450 Huff and 4451 Puff 1973/74–85 4450 was scrapped in Portola, California after featuring for years in the collection of the Golden Gate Railway Museum. 4451 still survives in 2017, in derelict condition, at Schellville, California.
EMD EMD GP40P-2 3197-3199 1974–1985 Supplemented SDP45s. Reverted to SP control in 1985.[23] Rebuilt as GP40-2 to remove steam generators for passenger car heating once leases reverted to SP.
GE Transportation Systems GE P30CH Amtrak 7xx (15 total) 1978–79 Leased to SP for 1978–79 after SP SDP45s were pulled from passenger service under an ICC order to return offline freight cars.[27]

The first diesel on the Peninsula Commute ran on September 28, 1953, using SP Locomotive No. 5325, an EMD SD7 equipped with a steam boiler; it left the shortly thereafter, as the SD7 was unable to match the performance of the 4-6-2 steam locomotives then being used for off-peak and weekend service.[24]

SP began testing Fairbanks-Morse (F-M) "Train Master" H-24-66 locomotives in late 1953, and purchased two of the four demonstrator models for use on the Peninsula Commute service.[24] Because the existing "Suburban" and "Harriman" passenger cars then prevalent in the fleet took steam heat from the locomotive boiler, SP passenger diesel engines were equipped with steam generators. The diesel era of the Peninsula Commute began on August 25, 1954 when two Train Masters went into test service. The Train Masters, which used the unique opposed-piston two-stroke 38 8-1/8 prime mover developed by F-M for American diesel-electric submarines in World War II, were the most powerful diesel-electric locomotives available at a nominal 2,400 hp (1,800 kW), and had performance comparable to the 4-8-4s for peak service.

SP 3195 (GP9) running in tandem with CDTX 911 (F40PH), August 1985

The Train Masters were complemented by a fleet of EMD GP9s fitted with steam generators; while peak-hour trains required one Train Master or two GP9s, off-peak and weekend trains could more economically use a single GP9.[24] Switching duties were handled by an ALCO RS-32,[26] or an ALCO S-4. When Amtrak took over inter-city (main-line) service in 1971, the SP EMD SDP45s then in main-line use were reassigned to Commute service, and three unique passenger-equipped EMD GP40P-2 engines were delivered in 1974, allowing SP to retire all of the Train Masters by 1975.[26][28] The fleet of EMD GP9s, SDP45s, and GP40P-2s were used by SP to run the Peninsula Commute.


In 1978, SP pulled the SDP45s from Peninsula Commute service[27] to comply with an ICC order to return freight cars. Amtrak leased fifteen GE P30CH locomotives to SP to keep the commuter rail service running, but none of the GE engines were equipped with steam generators. After 1980, the SP fleet continued in leased service to the nascent state-run CalTrain service until the state of California ordered new EMD F40PH locomotives, which were delivered in 1985. Shortly after the introduction of the F40PHs in 1985, a brake issue was discovered, forcing the F40PHs to briefly run in tandem with an SP locomotive.[29]

Passenger cars

Passenger cars of the Peninsula Commute[26][30][31]
Builder Model Numbers Quantity Seats Years of Service Notes Photograph
Pullman? Harriman 19xx–20xx approx. 90 72 c.1900–1968 Ordered in 10 groups (60-C-1 to 60-C-10), passenger compartment nominally 60 feet (18 m) long, for main-line service. Introduced to the Peninsula Commute in the 1930s to replace earlier wooden cars still in service. Out of service by 1968. At least two (#1949 and #1975) survive in service for the Niles Canyon Railway.[32][33]
Pullman & Standard Steel Suburban 2085–2159 75 total 96 1924/1927–1985 Passenger compartment was 72 feet (22 m) long, distinguishing these from earlier "Harriman" cars. Ordered in three groups:
  • 72-IC-1 (1924; qty 60; #2085–2144)
  • 72-IC-2 (1924; qty 10; #2145–2154)
  • 72-IC-3 (1927; qty 5; #2155–2159)
Thirteen cars have since been restored and converted to electric heating, and are currently in service with the Grand Canyon Railway.[34] Several have been preserved at the Golden Gate Railroad Museum,[35] Niles Canyon Railway,[36] Railtown 1897,[37] Western Railway Museum,[38] and other locations.[39]
Interior
2089, 2092, 2115, 2120, 2128, 2130, 2135, 2142, 2145, 2152 10 Classified as "unserviceable" in 1980 and used as parts cars.[23]
Pullman? Streamline 2202 1 122 1965–71? ex-Daylight #2400 or 2401, built in 1937. Rebuilt in 1965 with five-across seating. Sold to Stockton Terminal & Eastern in 1971. Currently owned by the Northwest Rail Museum and stored near Tillamook, Oregon.[40]
Pullman-Standard Gallery 3700-3730 31 145 1955/57–1985 Used incandescent lights and on-board diesel generator for air conditioning. Built in two groups:
  • 85-MLC-1 (1955; qty 10; #3700–3709)
  • 85-MLC-2 (1957; qty 21; #3710–3730; built by American Car & Foundry)
3731–3745 15 164 1968–1985 Distinguished by fluorescent lights, tinted windows, and stainless steel vestibule doors compared with prior series. Group 85-MLC-3 (1968; qty 15; #3731–3745). The entire fleet of gallery cars was purchased by Tour Alaska (later Princess Tours) in 1986 and four were rebuilt as "Princess Ultra Dome" cars (ex-3734, 3740, 3744, 3745) with 90 seats.[41][42]
SP #3194 (EMD GP9) pulling six "Suburban" coaches past Oyster Point (November 1978)


The earlier wooden and steel-framed coaches were replaced with the all-steel 72-seat "Harriman" coaches starting in approximately 1900.[26] SP introduced slightly longer all-steel 96-seat "Suburban" coaches in 1924, and continued to run them through the introduction of new state-owned equipment in 1985. The final lease agreement between SP and the State of California showed 27 surviving "Suburbans" and 10 "Subs" suitable for parts, nearly all dating back to 1924.[23]

SP rolled out Pullman-built "Gallery" cars with two passenger decks in 1955;[43] passengers on the upper deck sat on two balconies along the sides of the car, and the center aisle was open to allow conductors to check tickets on both levels without having to ascend stairs. "Gallery" and "Subs" could be mixed to make up multi-car consists, but since the cars predated push-pull service, turntables were used at each end to turn the trains so they were always led by an engine in the direction of travel.

A Streamline coach from the Daylight service was converted for commute use in 1965 by adding five-abreast seating (one seat for two, and another seat for three across the aisle) for a total of 122 seats.[31] It was not popular and was sold to the Stockton Terminal & Eastern in 1971. Instead, to increase passenger capacity, SP purchased a third flight of "Gallery" cars, delivered in 1968, which may be distinguished from the 1955/57 Gallery cars by a different window configuration.[26][44]

Fares

Peninsula Commute Historical Prices[a]
Miles[b] Station[c] 04 May 1884[45] 25 Jun 1899[46] Miles[d] Station 05 May 1938[47] 27 Sep 1953[48] Zone[e] 28 Sep 1958[49][f] 12 May 1968[50] 22 Dec 1973[51] 01 May 1976[52] 01 Apr 1978[53]
0.0 Townsend St 0.00 [0.00] 0.00 [0.00] 0.0 San Francisco 0.00 [0.00] 0.00 [0.00] SF 0.00 [0.00] 0.00 [0.00] 0.00 [0.00] 0.00 [0.00] 0.00 [0.00]
3.4 Valencia St 1.9 23rd St
4.6 Bernal 0.15/0.30 [3.00] 4.1 Paul Ave
6.9 Ocean View[g] 0.15/0.30 [4.00] 0.15/0.25 [3.00] 5.2 Bayshore
9.2 Colma 0.25/0.40 [5.00] 0.25/0.40 [3.50] 8.6 Butler Road[h] 0.25/0.45 [8.00] 1 1.10 [27.00] 1.15 [29.25] 1.45 [36.55]
12.2 Baden 0.40/0.70 [6.00] 0.35/0.50 [4.50] 9.3 So. San Francisco 0.20/0.35 [3.96] 0.50/0.90 [13.25] 0.70/1.30 [18.30]
14.3 San Bruno 0.50/0.90 [7.00] 0.40/0.50 [5.00] 11.6 San Bruno 0.20/0.40 [4.36] 0.30/0.55 [8.20]
— — N/A 12.x Lomita Park[i] 0.20/0.40 [4.83] 0.34/0.65 [9.00] N/A
17.0 Millbrae 0.60/1.10 [8.00] 0.45/0.65 [5.50] 13.7 Millbrae 0.20/0.40 [5.42] 0.37/0.70 [10.20] 0.70/1.30 [18.30] 1.10 [27.00] 1.15 [29.25] 1.45 [36.55]
— — N/A 15.2 Broadway 0.25/0.45 [6.02] 0.42/0.80 [11.05] 2 0.60/1.10 [16.50] 0.90/1.65 [22.20] 1.30 [31.75] 1.35 [34.25] 1.70 [42.80]
19.2 Burlingame[j] 0.70/1.25 [8.50] 0.55/0.90 [5.75] 16.3 Burlingame 0.25/0.45 [6.47] 0.42/0.80 [11.75]
21.1 San Mateo 0.75/1.35 [9.00] 0.60/1.00 [6.00] 17.9 San Mateo 0.25/0.45 [7.07] 0.47/0.85 [12.90]
— — N/A 18.9 Hayward Park[k] 0.35/0.57 [7.53] 0.50/0.90 [13.40]
24.x Beresford N/A 0.70/N/A [N/A][l] 20.3 Hillsdale[m] 0.35/0.57 [8.06] 0.55/1.00 [14.40] 3 0.77/1.45 [19.75] 1.10/1.95 [26.10] 1.60 [36.50] 1.70 [39.25] 2.10 [49.05]
25.1 Belmont 0.90/1.65 [10.00] 0.70/1.10 [7.00] 21.9 Belmont 0.40/0.59 [8.66] 0.59/1.10 [15.50]
27.x San Carlos N/A 0.75/1.25 [7.50] 23.2 San Carlos 0.45/0.69 [9.18] 0.59/1.10 [16.00]
28.6 Redwood 1.00/1.85 [11.50] 0.80/1.25 [8.00] 25.4 Redwood City 0.50/0.75 [10.04] 0.67/1.25 [17.10]
30.9 Fair Oaks 1.10/2.00 [12.50] 0.90/1.50 [8.50] 27.8 Atherton 0.55/0.80 [11.03] 0.72/1.30 [18.35] 4 1.00/1.82 [23.00] 1.35/2.50 [30.00] 1.95 [41.25] 2.05 [44.25] 2.55 [55.30]
32.1 Menlo Park 1.15/2.10 [13.00] 0.95/1.50 [9.00] 28.9 Menlo Park 0.55/0.87 [11.43] 0.75/1.35 [19.10]
34.x Palo Alto N/A 0.95/1.50 [9.50] 30.1 Palo Alto 0.60/0.93 [11.96] 0.80/1.45 [19.35]
34.9 Mayfield 1.25/2.25 [14.00] 1.00/1.60 [10.00] 31.8 California Ave[n] 0.65/0.98 [12.62] 0.84/1.55 [20.45]
38.x Castros N/A 1.10/N/A [N/A][o] 34.8 Castro 0.70/1.10 [13.80] 0.87/1.60 [21.75] 5 1.18/2.14 [26.50] 1.60/2.85 [34.20] 2.25 [46.25] 2.40 [49.50] 3.00 [61.90]
39.1 Mtn. View 1.40/2.55 [16.00] 1.15/1.75 [11.00] 36.1 Mountain View 0.74/1.10 [14.33] 0.92/1.70 [22.55]
41.9 Murphys N/A 1.25/N/A [N/A][p] 38.8 Sunnyvale 0.80/1.23 [15.39] 1.00/1.80 [23.30]
47.4 Santa Clara 1.65/3.05 [19.00] 1.25/2.00 [14.00] 44.3 Santa Clara 0.90/1.40 [17.56] 1.12/2.05 [25.55] 6 1.32/2.36 [28.50] 1.75/3.10 [36.60] 2.40 [49.25] 2.55 [52.75] 3.20 [65.95]
49.6 College Park N/A 1.25/N/A [N/A][q] 45.7 College Park 0.94/1.47 [18.09] 1.17/2.15 [26.35]
50.0 San Jose 1.75/3.25 [20.00] 1.25/2.00 [15.00] 46.9 San Jose 0.97/1.52 [18.62] 1.19/2.15 [26.50]
Notes
  1. ^ Prices are One-way/Round Trip [Monthly]. Starting in 1973, no discount was applied to round trip tickets, which were priced at 2× the one-way fare, so round-trip prices are not shown for 1973 and later.
  2. ^ Original mileage based on western alignment
  3. ^ Historical station names
  4. ^ Revised mileage based on 1907 Bayshore cutoff route. Stations are coincident from San Bruno south to San Jose.
  5. ^ Zones instituted some time prior to 1958 to simplify fare structure
  6. ^ Time tables prior to 1964 include the Vasona Branch line, listing prices (but not schedules) for destinations along branch line starting at Mayfield (California Ave) including Los Altos, Loyola, Simla, Monta Vista, Congress Jct. and terminating at Los Gatos.
  7. ^ Named San Miguel in 1879 timetable
  8. ^ Butler Road moved between Zone 1 and SF several times.
  9. ^ Lomita Park was closed in the 1960s.
  10. ^ Named Oak Grove in the 1879 time table
  11. ^ Leslie in the 1938 time tables
  12. ^ Round trip and single-rider monthly commutation not sold for Beresford. Family commutation sold for US$14.00 (equivalent to $512.74 in 2023), good for thirty one-way trips within six months.
  13. ^ Beresford in the 1938 time tables
  14. ^ Mayfield in the 1938 time tables
  15. ^ Round trip and single-rider monthly commutation not sold for Castros. Family commutation sold for US$22.00 (equivalent to $805.73 in 2023), good for thirty one-way trips within six months.
  16. ^ Round trip and single-rider monthly commutation not sold for Murphys. Family commutation sold for US$25.00 (equivalent to $915.6 in 2023), good for thirty one-way trips within six months.
  17. ^ Round trip and single-rider monthly commutation not sold for College Park. Family commutation sold for US$25.00 (equivalent to $915.6 in 2023), good for thirty one-way trips within six months.


See also

References

  1. ^ a b Daggett, Stuart (1922). Chapters on the History of the Southern Pacific. New York, New York: The Ronald Press Company. p. 120. Retrieved 8 July 2016.
  2. ^ Daggett (1922), p. 123
  3. ^ "Changes in Commuter Trains Are Announced". San Jose Evening News. 2 March 1942. Retrieved 7 July 2016.
  4. ^ a b "S.F. Commuters Face Walking To The Office". Lodi News-Sentinel. UPI. 18 May 1946. Retrieved 7 July 2016.
  5. ^ "Commuters In Peninsula Traffic Jam". Berkeley Daily Gazette. 22 May 1946. Retrieved 7 July 2016.
  6. ^ Hayler, R.A. (September–October 1964). "Interstate 280: Design of New Freeway Stresses Aesthetics" (PDF). California Highways and Public Works. 43 (9–10). Division of Highways, Department of Public Works, State of California: 33–41. Retrieved 7 July 2016. Construction of this route has already begun. In fact, the first completed portion in San Jose was opened to traffic on March 16, 1964. Other contracts are underway with more coming soon–so soon that the entire 50 miles of freeway are scheduled to be either in operation or under construction in the next five years.
  7. ^ Amin, Ratna; Pugh, Graham (28 October 2015). "Will Rail Rule the Bay Area Peninsula Corridor Again?". SPUR: San Francisco Bay Area Planning and Urban Research Association. Retrieved 26 April 2017.
  8. ^ "Rail strike: Almost everybody is touched". Boca Raton News. United Press International. 10 December 1970. Retrieved 7 July 2016.
  9. ^ a b "Court Order Halts 14-Hour S.P. Walkout". Lodi News-Sentinel. UPI. 13 March 1967. Retrieved 7 July 2016.
  10. ^ Hofsommer, Don L. (1986). "New Directions". The Southern Pacific, 1901–1985. College Station, Texas: Texas A&M University Press. p. 287. ISBN 978-1-60344-127-8. Retrieved 6 July 2016.
  11. ^ Hofsommer (1986), p. 287:
    round trip fare from San Francisco to San Jose was US$1.75 (equivalent to $22.19 in 2023) in 1948, only US$3.10 (equivalent to $28.33 in 2023) in 1967
  12. ^ "10 Per Cent Rail Discount Okayed In State". Lodi News-Sentinel. UPI. 16 September 1970. Retrieved 7 July 2016.
  13. ^ "Americans Turn to Rails in Fuel Crisis". The Milwaukee Journal. UPI. 29 November 1973. Retrieved 7 July 2016. Among lines reporting insignificant differences in passenger volume were the Penn Central Lines radiating from New York City, the Long Island Railroad, the Erie-Lackawanna Railway and the Southern Pacific, which operates commuter trains on the San Francisco peninsula.
  14. ^ "Rail riders not wanted". The Spokesman-Review. AP. 1 September 1976. Retrieved 7 July 2016.
  15. ^ "Railroad Makes Deal To Quit". Sarasota Journal. UPI. 1 September 1976. Retrieved 7 July 2016.
  16. ^ "Commuters Are Bad Business: Railroad Offers Free Vans To Lose Passengers; Would Give Away 1,000 Vehicles To Pool Rides". Toledo Blade. AP. 1 September 1976. Retrieved 7 July 2016.
  17. ^ "California discovers the train". Star-News. NY Times News Service. 2 June 1978. Retrieved 7 July 2016.
  18. ^ a b California State Assembly. "An act to add and repeal Section 26002.5 of the Government Code, to amend Section 483 of the Penal Code, and to amend Sections 522 and 99260.5 of, to add Sections 707 and 99234.7 to, and to add and repeal Section 99151 of, the Public Utilities Code, relating to transportation, and making an appropriation therefor". 1977–1978 Session of the Legislature. Statutes of California. State of California. Ch. 1216 p. 4093.
  19. ^ Intercity and Commuter Rail Services in California (PDF) (Report). January 1985. Retrieved 26 April 2017.
  20. ^ Papan Hearing (Report). Assembly of the State of California. 1979. Retrieved 26 April 2017.
  21. ^ Papan Hearing 2 (Report). Assembly of the State of California. 1982. Retrieved 26 April 2017.
  22. ^ Grand Jury (2005). San Mateo County Transit District Contribution to the Peninsula Corridor Joint Powers Board (PDF) (Report). Superior Court of San Mateo County. Archived from the original (PDF) on 29 November 2010. Retrieved 6 July 2016. In December 1991, San Mateo County Transit District, the City and County of San Francisco, and the Santa Clara County Transit District (the member agencies) established the Peninsula Corridor Joint Powers Board (Joint Powers Board) to operate commuter trains using the Southern Pacific Right of Way in the three counties. The purchase price of the Right of Way was $202 million. Through a bond issue, the State of California contributed $120 million. Payment of the balance was allocated by the Joint Powers Board among the three member agencies based on a mileage formula. San Mateo's share was $39.1 million (47.7 %), Santa Clara's share was $34.6 million (42.2%), and San Francisco's share was $8.3 million (10.1%).
    Due to the lack of funds from San Francisco and Santa Clara Counties at the time the agreement was signed, San Mateo County Transit District (SamTrans) agreed to contribute Santa Clara's and San Francisco's shares in order to insure [sic] acquisition of the Right of Way. All parties to the agreement understood that neither San Francisco nor Santa Clara had any legally enforceable obligation to repay the contribution. Santa Clara and San Francisco Counties may at their election undertake good faith efforts to repay the contribution in a lump sum or through a repayment schedule.     {{cite report}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  23. ^ a b c d e f "Southern Pacific's Final Peninsula Commute Fleet Roster". Southern Pacific. 1980. Retrieved 25 April 2017.
  24. ^ a b c d e f g h i j Douglas, Don (November 1999). "Southern Pacific Commute Trains in the Steam Era". The Ferroequinologist. Archived from the original on 21 August 2002. Retrieved 25 April 2017. {{cite magazine}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  25. ^ W.O. "The Last Steam-Powered "Peninsula Commute"". Wx4's Dome of Foam. Retrieved 25 April 2017.
  26. ^ a b c d e f Percy, Richard A. (2007). "Southern Pacific Commute Trains in the Diesel Era". Espee Railfan. Retrieved 25 April 2017.
  27. ^ a b "Amtrak GEs Take over Espee Commuter Work". Pacific RailNews. Vol. 18, no. 7. July 1978. pp. 12–13. Archived from the original on 2014-09-12. {{cite magazine}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
  28. ^ Percy, Richard A. (2010). "Southern Pacific Fairbanks-Morse H-24-66". Espee Railfan. Retrieved 26 April 2017.
  29. ^ Jacksich, Drew (January 2008). "SP GP9 #3195 with CalTrain F40 #911 August 1985". TrainOrders. Retrieved 25 April 2017.
  30. ^ E.O. "SP Commute Cars, 1: Harrimans and Subs". Wx4's Dome of Foam. Retrieved 25 April 2017.
  31. ^ a b E.O. "SP Commute Cars, 2: Galleries and the #2202". Wx4's Dome of Foam. Retrieved 25 April 2017.
  32. ^ "Southern Pacific #1949". Niles Canyon Railway. 2017. Retrieved 25 April 2017.
  33. ^ "Southern Pacific #1975". Nicles Canyon Railway. 2017. Retrieved 25 April 2017.
  34. ^ "Train Equipment". Xanterra/Grand Canyon Railway. 2017. Retrieved 25 April 2017.
  35. ^ "Southern Pacific Coaches Nos. 2097, 2143 & 2156". Golden Gate Railroad Museum. 2017. Retrieved 25 April 2017.
  36. ^ "Collection". Niles Canyon Railway. 2017. Retrieved 25 April 2017.
  37. ^ "Historic Rolling Stock". Railtown 1897 State Historic Park. 2017. Retrieved 25 April 2017.
  38. ^ "Mainline Railroad Cars". Western Railway Museum. 2017. Retrieved 25 April 2017.
  39. ^ "Our Collection: Logging & Other Railroad Rolling Stock". Timber Heritage Association. Retrieved 25 April 2017.
  40. ^ Brumberg, Ted (6 July 2014). "NRM # 2202". Railroad Picture Archives. Retrieved 25 April 2017.
  41. ^ Combs, John (21 May 2016). "Princess Rail Cars". Alaska Rails. Retrieved 25 April 2017.
  42. ^ Moore, Jody (2005). "Princess Tours 2005 car refitting, part 1". TrainWeb. Retrieved 25 April 2017.
  43. ^ Klein, Fred (2013). "Southern Pacific commuter train (San Francisco peninsula), 1956-1960s". TrainWeb. Retrieved 26 April 2017.
  44. ^ Klein, Fred (2013). "Southern Pacific commuter train (San Francisco peninsula), 1960s-1985". TrainWeb. Retrieved 26 April 2017.
  45. ^ "Schedule of Commutation Rates". wx4's Dome of Foam. Southern Pacific. 4 May 1884. Retrieved 20 July 2016.
  46. ^ "Coast Division: Time Schedules of Passenger Trains: Monterey Line—Broad Gauge" (PDF). wx4's Dome of Foam. Southern Pacific. 25 June 1899. Retrieved 20 July 2016.
  47. ^ Southern Pacific (5 May 1938). wx4 (ed.). "Southern Pacific Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, Mayfield, San Jose, Los Altos, Los Gatos" (PDF). wx4's Dome of Foam. Retrieved 18 July 2016.{{cite web}}: CS1 maint: numeric names: editors list (link)
  48. ^ Southern Pacific (27 September 1953). mpar21 (ed.). "Southern Pacific Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose, Los Altos, Los Gatos". flickr. Retrieved 18 July 2016.{{cite web}}: CS1 maint: numeric names: editors list (link)
  49. ^ Southern Pacific (28 September 1958). Jafafa Hots (ed.). "Southern Pacific Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose, Los Altos, Los Gatos". flickr. Retrieved 18 July 2016.
  50. ^ Southern Pacific (12 May 1968). wx4 (ed.). "Southern Pacific PENINSULA Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose, Los Gatos". wx4's Dome of Foam. Retrieved 18 July 2016.{{cite web}}: CS1 maint: numeric names: editors list (link)
  51. ^ Southern Pacific (22 December 1953). mpar21 (ed.). "Southern Pacific PENINSULA Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose". flickr. Retrieved 18 July 2016.{{cite web}}: CS1 maint: numeric names: editors list (link)
  52. ^ "Southern Pacific PENINSULA Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose and intermediate stations". Espee Railfan. 1 May 1976. Retrieved 7 July 2016.
  53. ^ "Southern Pacific PENINSULA Time Tables: San Francisco, So. San Francisco, Burlingame, San Mateo, Redwood City, Palo Alto, California Avenue, San Jose and intermediate stations". Rails Around the Bay. 1 April 1978. Archived from the original on 1 July 2007. Retrieved 7 July 2016. {{cite web}}: Unknown parameter |deadurl= ignored (|url-status= suggested) (help)
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