37°53′25″N 122°16′22″W / 37.8903°N 122.2728°W / 37.8903; -122.2728

Northbrae Tunnel
Overview
LocationBerkeley / Alameda County, California, US
RouteEast Bay Electric Lines (1912–41)
Key System (1941–58)
Solano Avenue (1962–present)
CrossesMarin and Los Angeles Avenues
Operation
Constructedcut-and-cover
OpenedRailroad: 1912; Street: 1962
ClosedRailroad: April 20, 1958
Technical
Length465 feet (142 m)
No. of tracks2 tracks until 1958
No. of lanes2 lanes, Solano Avenue since 1962
Track gauge4 ft 8+12 in (1,435 mm) standard gauge
ElectrifiedEBEL, 1200 V DC overhead
KS, 600 V DC overhead, in 1941
Route map
Map

The Northbrae Tunnel, also referred to as the Solano Avenue Tunnel, was built as a commuter electric railroad tunnel in the northern part of Berkeley, California, and was later converted to street use.

In 1910 the Southern Pacific Railroad (SP) was electrifying its steam-engine drawn ferry-train line (to San Francisco) from Oakland Pier via Shattuck Avenue to Vine Street in Berkeley and extending it north along the base of the Berkeley Hills to newly developing neighborhoods of Berkeley at Northbrae and Thousand Oaks. The route chosen was Henry Street and Sutter Street to its intersection with Hopkins. At this point a ridge carrying Marin and Los Angeles Avenues blocked the way. After investigating (1) a route around the ridge and (2) a cut through the ridge with bridges over it, it was decided to use the route of the cut but make it a tunnel instead, under Marin and Los Angeles Avenues just west of their intersection with The (Marin) Circle. The cut-and-cover method of tunnel construction was used.[1] The tunnel curved to the west so that the railroad could continue through to the intersection of Solano Avenue and The Alameda and then to Thousand Oaks station at Solano and Colusa Avenues.[2][3]

The line also required a level grade across the lower canyon of Codornices Creek. To accomplish this, a temporary wooden trestle was built along Henry Street with tracks for the construction trains which was subsequently filled in with material excavated from the tunnel cut.[4][5] A steel bridge was emplaced at Eunice Street. allowing auto traffic to pass under the tracks. This bridge was removed in 1959-60 after the Key System ended its commuter train service.[6]

The railroad was completed in 1911 and inspection trains were run at the end of that year, with service beginning January 1, 1912.

The SP ferry-train service was changed to bridge-train service operated by its subsidiary, Interurban Electric Railway (IER) across the San Francisco Oakland Bay Bridge in December, 1939. The IER ended service July 26, 1941,[7] but the tracks in Berkeley were made available to the Key System, which extended service to Hopkins and Sutter Streets (the stop formerly called Northbrae) beginning August 6, 1941. Service was extended through the tunnel to a new terminal at Solano Avenue and The Alameda on December 6, 1942.[8] This served as the outbound terminus of the F Line.[9] All bridge-train service ended on April 20, 1958.[10]

A paved roadway was installed in the tunnel by the City of Berkeley, and was opened to traffic on December 15, 1962,[11] extending Solano Avenue through the tunnel to connect with Sutter Street.

See also

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References

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  1. ^ "Cut ready for concrete work". San Francisco Call. June 10, 1910. p. 8.
  2. ^ Guppy 1912
  3. ^ Ford 1977, pp. 118–122
  4. ^ "Tunnel is a surviving reminder of Solano Avenue's railroad heritage". El Cerrito Journal. November 3, 1988. p. 8.
  5. ^ "Codornices Creek Trestle, 1911". Berkeley Historical Society. (photograph)
  6. ^ Berkeley Gazette, November 30, 1959, p.11
  7. ^ Ford 1977, p. 278
  8. ^ Demoro 1985, p. 104
  9. ^ Buchannan, Bill (July 31, 2023). "Key System was the Bay Area's original BART, and then it vanished. Here's how to find it". SFGate. Retrieved November 14, 2023.
  10. ^ Demoro 1985, pp. 135–140
  11. ^ "Solano Avenue" (PDF). California Highways and Public Works: 61–64. March–April 1963.

Bibliography

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