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36-481: Pacific Coast Railroad may refer to: Pacific Coast Railway , a former narrow-gauge system near San Luis Obispo, California Pacific Coast Railroad (Washington) , a former line near Seattle Pacific Coast Railroad (tourist) in Santa Margarita, California Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with

72-517: A 2-4-2T called the "Avila" and a 4-4-0 called the "John Harford" built by Baldwin Locomotive Works . San Luis Obispo rail yard warehouses became a commercial center for inbound merchandise and outgoing shipments of hay, grain, dairy products, sheep and cattle. The rail line was extended from San Luis Obispo to Arroyo Grande in 1881 and to Santa Maria in 1882. Grant Locomotive Works built another 4-4-0 and two 2-6-0 locomotives to pull

108-513: A baggage car were sold to the White Pass and Yukon Route . A single combine car numbered 106 was the last piece of passenger equipment. The United States Navy bought the boxcars for use at Naval Station Pearl Harbor when operations ended in 1941; and locomotive number 111 went to the Oahu Railway and Land Company . Bell Oil Company briefly used the railway north of Santa Maria until the line

144-546: A fleet of 120 new flatcars . A new 3,000-foot (910 m) wharf at Port Harford was 80 feet (24 m) wide with tracks extending the full length. Oregon Improvement Company obtained controlling interest in the Pacific Coast Steamship Company in late 1882, reorganized the railroad as the Pacific Coast Railway, and extended the line to Los Alamos. The next project was to replace the heavy grade of

180-438: A horse-powered, 2 ft 6 in ( 762 mm ) narrow gauge tramway in 1873 to transport passengers and freight between Port Harford and a wagon road at Avila Beach. In 1875, Pacific Coast Steamship Company replaced the tram with the 3 ft ( 914 mm ) narrow gauge steam-powered San Luis Obispo & Santa Maria Valley Railroad to San Luis Obispo. Operations began with ten boxcars and one coach pulled by

216-463: A passenger train and send scores and hundreds to instant death. There are many Southern Pacific locomotives still in revenue service with railroads such as the Union Pacific Railroad , and many older and special locomotives have been donated to parks and museums, or continue operating on scenic or tourist railroads. Most of the engines now in use with Union Pacific have been "patched", where

252-508: A state-of-the-art microwave and fiber optic backbone. This telecommunications network became part of Sprint , a company whose name came from the acronym for Southern Pacific Railroad Internal Networking Telephony. The original Southern Pacific Railroad was founded in San Francisco in 1865, by a group of businessmen led by Timothy Phelps with the aim of building a rail connection between San Francisco and San Diego, California . The company

288-789: The Constitution of the United States . The Southern Pacific Railroad was replaced by the Southern Pacific Company and assumed the railroad operations of the Southern Pacific Railroad. In 1929, Southern Pacific/Texas and New Orleans operated 13,848 route-miles not including Cotton Belt, whose purchase of the Golden State Route circa 1980 nearly doubled its size to 3,085 miles (4,965 km), bringing total SP/SSW mileage to around 13,508 miles (21,739 km). The T&NO

324-520: The St. Louis Southwestern Railway (Cotton Belt, reporting marks SSW), El Paso and Southwestern Railroad , the Northwestern Pacific Railroad at 328 miles (528 km), the 1,331-mile (2,142 km) Southern Pacific Railroad of Mexico , and a variety of 3 ft ( 914 mm ) narrow-gauge routes. The SP was known for its mammoth back shops at Sacramento, California , which was one of

360-482: The Texas and New Orleans Railroad and Morgan's Louisiana and Texas Railroad . It extended from New Orleans through Texas to El Paso , across New Mexico and through Tucson , to Los Angeles , through most of California , including San Francisco and Sacramento . Central Pacific lines extended east across Nevada to Ogden, Utah , and reached north through Oregon to Portland . Other subsidiaries eventually included

396-667: The Denver and Rio Grande Western Railroad to the Southern Pacific Transportation Company, allowing the combined Rio Grande Industries railroad system to use the Southern Pacific name due to its brand recognition in the railroad industry and with customers of both the Southern Pacific Transportation Company and the Denver and Rio Grande Western Railroad. A long time Southern Pacific subsidiary, the St. Louis Southwestern Railway

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432-501: The SP logo on the front is replaced by a Union Pacific shield, and new numbers are applied over the old numbers with a Union Pacific sticker, however some engines remain in Southern Pacific "bloody nose" paint. Over the past couple years, most of the patched units were repainted into the full Union Pacific scheme and as of January 2019, less than ten units remain in their old paint. Among the more notable equipment is: On August 19, 2006, UP unveiled

468-565: The SP shops there, new shops and yards were built six miles south of the city at Bayshore. The Alhambra Shops in Los Angeles consisted of 10 buildings and employed 1,500 but declined in importance when the Taylor Yard was built in 1930. The SP was the defendant in the landmark 1886 United States Supreme Court case Santa Clara County v. Southern Pacific Railroad , which is often interpreted as having established certain corporate rights under

504-611: The Southern Pacific Transportation Company to be taken over by the Union Pacific Corporation ; the parent Southern Pacific Rail Corporation (formerly Rio Grande Industries), the Denver and Rio Grande Western Railroad, the St. Louis Southwestern Railway and the SPCSL Corporation were also taken over by the Union Pacific Corporation. The Union Pacific Corporation merged the Denver and Rio Grande Western Railroad,

540-421: The Southern Pacific Transportation Company, was founded in 1969 and assumed control of the Southern Pacific system. The Southern Pacific Transportation Company was acquired in 1996 by the Union Pacific Corporation and merged with their Union Pacific Railroad . The Southern Pacific legacy founded hospitals in San Francisco , Tucson , and Houston . In the 1970s, it also founded a telecommunications network with

576-480: The St. Louis Southwestern Railway and the SPCSL Corporation into their Union Pacific Railroad but did not merge the Southern Pacific Transportation Company into the Union Pacific Railroad. Instead, the Union Pacific Corporation merged the Union Pacific Railroad into the Southern Pacific Transportation Company on February 1, 1998; the Southern Pacific Transportation Company became the surviving railroad and at

612-458: The Sunset Limited. Well known were the Southern Pacific's unique " cab-forward " steam locomotives. These were 4-8-8-2 , 2-8-8-2 , and 4-6-6-2 (rebuilt from 2-6-6-2 ) locomotives set up to run in reverse, with the tender attached to the smokebox end of the locomotive. Southern Pacific had a number of snow sheds in mountain terrain, and locomotive crews nearly asphyxiated from smoke in

648-400: The branches occasionally. Profits peaked in 1921 and declined as automobiles became more common, but the railroad saw a brief increase in business hauling gravel for construction of U.S. Route 101 in 1928 and '29. The gravel business required purchase of two 2-8-0s from the recently standard-gauged Nevada–California–Oregon Railway to replace Pacific Coast 2-8-0s dismantled for parts to keep

684-482: The cab. After a number of engineers began running their engines in reverse (pushing the tender), Southern Pacific asked Baldwin Locomotive Works to produce cab-forward designs. No other North American railroad ordered cab-forward locomotives. Narrow Gauge Locomotives Until May 1, 1971 (when Amtrak took over long-distance passenger operations in the United States), the Southern Pacific at various times operated

720-828: The central California coast was isolated by the Santa Lucia Range to the north and the Santa Inez Range to the south. El Camino Real traversed the difficult Cuesta Pass to reach San Francisco via the Salinas Valley or San Marcos Pass to reach Los Angeles via Santa Barbara . The 1,800-foot (550 m) People's Wharf was built at Port Harford in 1869 to transfer freight and passengers from Pacific Coast Steamships Mohongo , Orizaba and Gypsy operating between San Francisco and San Diego . Goodall, Nelson and Perkins steamships Ventura and Constantine began weekly service to Port Harford in 1873; and Ah Louis built

756-480: The few in the country equipped to design and build locomotives on a large scale. Sacramento was among the top ten largest shops in the US, occupying 200 acres of land with dozens of buildings and an average employment of 3,000, peaking at 7,000 during World War II. Other major shop sites were located at Ogden, Utah ; Houston, Texas ; and Algiers, New Orleans . After the 1906 earthquake destroyed much of San Francisco, including

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792-429: The following named passenger trains . Trains with names in italicized bold text still operate under Amtrak: The man or men who committed this horrible deed near Glendale may not be anarchists, technically speaking. But if they are sane men, moved by motive, they are such stuff as anarchists are made of. If the typical anarchist conceived that a railroad corporation should be terrorized, he would not scruple to wreck

828-561: The locomotive's smokebox silver (almost white in appearance), with graphite colored sides, for visibility. Some passenger steam locomotives bore the Daylight scheme, named after the trains they hauled, most of which had the word Daylight in the train name. The most famous "Daylight" locomotives were the GS-4 steam locomotives . The most famous Daylight-hauled trains were the Coast Daylight and

864-664: The original tramway alignment with a deep rock cut and long fill. The line was then extended to Los Olivos in 1887. A fire in 1892 destroyed the San Luis Obispo car shops, grain warehouse, loaded freight cars, half of the railroad's passenger cars and all the cabooses while heavily damaging the station and freight warehouse. Operations were profitable enough to promptly repair the damage. Passenger traffic though Port Harford declined when Southern Pacific reached San Luis Obispo from San Francisco in 1894. Southern Pacific freight rates were high enough to keep most Santa Maria Valley freight on

900-422: The other engines running. Service to Los Olivos was reduced to a twice-weekly mixed train by 1930 and ended in 1933. A used Plymouth Locomotive Works gasoline switcher was purchased in 1936. The line beyond Los Alamos was dismantled in 1936, and the branch lines were dismantled in 1937. In 1938 locomotive number 106 was destroyed in a grade crossing collision with a gasoline truck, and the last three coaches and

936-525: The pruning of branch lines. On October 13, 1988, the Southern Pacific Transportation Company (including its subsidiary, St. Louis Southwestern Railway) was taken over by Rio Grande Industries , the parent company that controlled the Denver and Rio Grande Western Railroad (reporting marks D&RGW). Rio Grande Industries did not merge the Southern Pacific Transportation Company and the Denver and Rio Grande Western Railroad together, but transferred direct ownership of

972-402: The same time the Union Pacific Corporation renamed the Southern Pacific Transportation Company to Union Pacific Railroad. Thus, the Southern Pacific Transportation Company became, and is still operating as, the current incarnation of the Union Pacific Railroad. Like most railroads, the SP painted most of its steam locomotives black during the 20th century, but after 1945 SP painted the front of

1008-611: The steamboats; but the loss of passenger traffic put the Oregon Improvement Company into receivership. The reorganized railroad built a 4 miles (6.4 km) branch line in 1899 from Santa Maria to a new Union Sugar Company beet refinery in Betteravia . The increased agricultural business was shortly overshadowed by discovery of oil in the Santa Maria Valley. By 1902 the railroad had converted its engines to burn oil and

1044-509: The title Pacific Coast Railroad . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Pacific_Coast_Railroad&oldid=282546634 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Pacific Coast Railway The Santa Maria Valley of

1080-699: Was also marketed under the Southern Pacific name. Along with the addition of the SPCSL Corporation route from Chicago to St. Louis, the former mainline of the Chicago, Missouri and Western Railroad that once belonged to the Alton Railroad , the total length of the D&;RGW/SP/SSW system was 15,959 miles (25,684 km). Rio Grande Industries was later renamed Southern Pacific Rail Corporation . By 1996, years of financial problems had dropped Southern Pacific's mileage to 13,715 miles (22,072 km). The financial problems caused

1116-474: Was an American Class I railroad network that existed from 1865 to 1996 and operated largely in the Western United States . The system was operated by various companies under the names Southern Pacific Railroad , Southern Pacific Company and Southern Pacific Transportation Company . The original Southern Pacific began in 1865 as a land holding company. The last incarnation of the Southern Pacific,

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1152-644: Was built in 1910 to serve an oil refinery near Sisquoc. Three center-cab electric locomotives worked the branches with a center-door interurban car built by Cincinnati Car Company in 1912. The 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) standard gauge Santa Maria Valley Railroad was built parallel to the electrified branch of the narrow gauge. Santa Maria Valley agriculture slowly shifted from sugar beets to produce which could be loaded directly onto Southern Pacific refrigerator cars . The sugar beet factory closed in 1927, and electric operations ended in 1928, although steam locomotives still worked

1188-535: Was dismantled in 1942. Most of the remaining equipment was cut up for scrap by 1948, but caboose number 2 has been preserved at the California State Railroad Museum . The remaining Right of Way in Santa Maria was taken over by SMV and converted to standard Gauge. Southern Pacific Transportation Company The Southern Pacific ( reporting mark SP ) (or Espee from the railroad initials)

1224-428: Was fully merged into the SP in 1961. In 1969, the Southern Pacific Transportation Company was established and took over the Southern Pacific Company; this Southern Pacific railroad is the last incarnation and was at times called "Southern Pacific Industries", though "Southern Pacific Industries" is not the official name of the company. By the 1980s, route mileage had dropped to 10,423 miles (16,774 km), mainly due to

1260-594: Was purchased in September 1868 by a group of businessmen known as the Big Four : Charles Crocker , Leland Stanford , Mark Hopkins, Jr. and C. P. Huntington . The Big Four had, in 1861, created the Central Pacific Railroad (CPRR) It later acquired the Central Pacific Railroad in 1885 through leasing. By 1900, the Southern Pacific system was a major railroad system incorporating many smaller companies, such as

1296-420: Was strapping tanks from standard gauge cars onto their flatcars at the rate of ten per month. The railway's three 2-6-0 locomotives were inadequate to move all the oil to storage tanks near San Luis Bay. Five new Baldwin 2-8-0s were delivered by 1906 as the freight car fleet expanded to two hundred cars. The Betteravia branch was electrified in 1906 and extended to Guadalupe in 1909. Another electrified branch

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