Arrival of the Railroad
Americas Golden Age of Railroads began in the late nineteenth century.
Californias first railroad was built in Sacramento in 1856 and the
transcontinental line was completed when the Golden Spike was driven in
1869. This led to rail lines being constructed throughout the Bay Area.
The San Ramon Branch Line railroad opened in 1891 after much dreaming,
lobbying and planning for rail service by local citizens. They knew
train service would allow freight and passengers to be transported in
winter rainy seasons when County roads were impassable. After Danville
Grange No. 85 was organized in 1873, members were involved in several
efforts to bring a railroad to the valley.
Early in 1890 a young entrepreneur, William Kye, grandly announced plans
for a new transcontinental railroad that would go through Alamo, Danville
and San Ramon. Kye said he was willing to pay for the right-of-way land
and his crew proceeded to survey the valley.
This activity rekindled the interest of the Southern Pacific Railroad
(which had done an 1887 survey) and meetings with landowners began in May
of 1890. However, the Southern Pacific would not pay for the
right-of-way. More meetings were held. Some landowners were willing to
donate land, other were not. In the meantime Kye disappeared, leaving the
field to SP.
A core committee of farmers, including August Hemme of Alamo, R. O.
Baldwin of Danville, Charles Wood of Sycamore Valley and George McCamley
of San Ramon, was determined that this time a railroad would be built.
They and others helped raise $15,000 to purchase the right-of-way from
reluctant owners; the rest was donated.
Grading of the route began late in 1890; early in 1891 tracks were laid
and the Branch Line was completed. The line extended from San Ramon to
Avon (3 miles east of Martinez) for 20 miles where it connected with the
Oakland/Stockton line. The first regular trip took place on June 7, 1891.
In 1909 SP extended the line to Radum (near Pleasanton) where it connected
to the Oakland/Tracy line.
Significance of the Railroad
Just as the railroad accelerated the Wests development by providing
passenger and freight movement, it accelerated development in the valley.
Since Danvilles main downtown was next to the SP Station, significant new
building activities took place there. New houses, hotels, businesses,
warehouses and boardwalks were constructed. There was less impact in
Alamo, where the small freight depot was south of town and San Ramon,
where the stores were nearly a mile away from the depot.
Throughout the valley floor, walnuts and fruits of all kinds were
successfully planted because of the increased ease of transport, gradually
shifting agriculture away from grain crops. With heavy freight moved to
the rails, the dirt roads stayed in better shape and valley residents were
able to travel with greater speed and ease.
In 1906, William Meese built Ramona Park next to the track (in todays
Greenbrook Townhouses area). It was a rustic amusement park with a dance
floor, ball fields and picnic area. Groups from throughout the Bay Area
reserved the park and came by train for a day in the warm sun, making the
valley a premier destination for picnickers.
The Railroad's Demise
Although the Branch Line was a significant transportation asset for
people in the valley, it soon came under the same technological and
economic pressures as the rest of railroading. The San Ramon two-story
depot was removed in 1927. Passenger service dwindled as automobiles and
buses became more common. Trains with only passenger cars gave way to
freight trains with a passenger car attached. Finally passenger transport
ended on the Branch Line in 1934.
Freight trains continued to run but, even though more efficient diesel
locomotives replaced steam by the 1950s, trucks proved more competitive.
By the 1970s the rail line was a shadow of its former self. In 1973, only
413 cars ran the line; in 1975 there were a mere 123 cars. Southern
Pacific petitioned the Interstate Commerce Commission to abandon the line
and, after two years of intense local opposition, the request was granted.
Operations ended in 1978.
The Right-of-Way Without Tracks
The next several years saw considerable debate about the future of the
right-of-way, including a proposal for light rail. Contra Costa County
gradually bought or obtained easements over the right-of-way. The County,
Danville and San Ramon agreed not to allow buildings on the corridor.
Finally citizen efforts established a multi-use trail and the Iron Horse
Regional Trail was born. It follows the right-of-way, serving as a
recreational trail and non-motorized transportation corridor. When
completed it will link Martinez to Pleasanton.
The Danville depot was converted into a feed and grain store in the early
fifties. Efforts to save and restore the depot began in 1989. It was
moved to Prospect and Railroad Avenues in 1996 and opened as a Museum in
1999. Thus, with a restored depot and the Iron Horse Trail, the San Ramon
Branch Line lives on as an integral part of the San Ramon Valley.
Important Branch Line Events
June 7, 1891 First trip
Feb. 7, 1909 Radum extension opens
1934 Passenger service ends
1978-9 Line abandoned and track removed
1986-2001 Iron Horse Regional Trail completed in the San
Ramon Valley
Branch Line Facts
1893 1500-2000 dozens of eggs shipped a week
1896 10 car loads of Bartlett pears shipped
1912 120 cars of gravel and rock shipped from Pleasanton for
the new Mt. Diablo Road
1923 4322 boxes of cherries shipped
1927 30 cars of sheep shipped
1944 2 60-car rock trains (6000 tons each), ran 7 nights
a week for military construction
1947 Two steam excursions on the Branch Line
1950s Diesel locomotive replaced steam
1973 Only 413 cars ran the Line all year
Acknowledgments:
Information taken from San Ramon Branch Line of the Southern Pacific by
Irma M. Dotson.
