San Francisco in San Francisco City and County, California — The American West (Pacific Coastal)
In the beginning there was Kangaroo, so named because “weather permitting,: the bulky little ferryboat made her twice weekly trips to Oakland in “short hops.” From 1850 to 1853, Captain John T. Fouratt fired up her steam engine that turned her propeller all the way from the city to the Oakland estuary. At $1 a person, $3 a horse, $3 a wagon, $3 a cow, $1 a hog, and 50¢ for a hundred pounds of freight, Kangaroo was considered a bargain, if not much to look at.
Like cable cars and steam beer, ferryboats became a cherished San Francisco tradition. Their passengers – fierce advocates – as well they should be.
“Ferryboats were close to the foaming heart of the matter – something to love” - Herb Caen, January 5, 1964, San Francisco Chronicle. Drawing by Gordon Grant.
“During the century of ferryboats, the San Franciscan was very much a part of his watery heritage. Blast of whistle and slap of paddlewheel, sunlight dappling the swells, the
When Herb Caen wrote this, Marin ferryboats had been gone from San Francisco Bay for 24 years, it would be 1970 before ferryboats for commuters returned.
Sausalito II never lost a race, cutting her way through fast tidal currents from the Golden Gate to San Francisco. Naval architect John W. Dickie built her entirely of wood in his Alameda yard in 1894; on her 1896 trial run she left the fast Tiburon far behind. Her vertical 12-foot-tall walking beam engine operated her side paddlewheels with a 1400 horsepower drive. The pilot houses at either end meant she has no need to turn around but could slide right in or out of the Ferry Building slip used by the Northwest Pacific Railroad. Marin passengers from Mill Valley, Fairfax, and San Rafael arrived by train at her Sausalito dock and stepped on board for a 20 to 25-minute ride to the Ferry Building. In 1921 six dollars bought a
Only 27 minutes to cross the bay: never an empty counter seat. Sample menu from Eureka, January 18, 1938, revealed the Great Depression: Roast Beef Jardiniere (40¢); Boiled Brisket of Beef with Spanish Sauce (45¢); Home-made Corned Beef Hash (30¢); Baked Pork and Beans (25¢). And if time allowed: Sliced Hawaiian Pineapple (15¢); Preserved Figs (10); or Assorted Pies, per cut (10¢). You could wash this down with Eastern Beer at 10¢ or Western Beer at 5¢. Thrown in a Free Lunch at a waterfront bar for 10¢ outlay for beer, and a commuter could eat for a dollar a day.
San Leandro May 25, 1940, opens the fair... stretched beyond her 3500 capacity on opening day of the second year of San Francisco’s Treasure Island Exposition. For one dime (exact change) each way you waited in line for an hour to be sure of a place on the 8 a.m. ferry to the fair. At Treasure Island you marveled at Stackpole’s colossal 80-foot Pacifica statue, photographed your friends at Tower of the Sun, and gawked at Sally Rand’s Nude Ranch. You arrived on and departed on water. Most east bay ferries had stopped in January 1939, replaced by Red Trains crossing the Bay Bridge. Leased to the Treasure Island Exposition, San Leandro reminded nostalgic
It’s a sad story, mates, they day my days are numbered
Soon I shall go across the ridge!
But that don’t worry me, by fear I’m not encumbered
For we’ll all be dead before there’ll be a bridge.
Written in 1921, by an anonymous Southern Pacific Ferryboat Captain, veteran of 36 years of bay service.
Right side of the pylon
Ferryboats went from every major bay port to San Francisco, and in between. The longest ride was 30 miles from the Ferry Building to Vallejo, on the fast moving Monticello Line ferryboats – built like powerful yachts, the Arrow, the Sehome and the General Frisbee made the trip in one hour and 45 minutes. The shortest ride was the Six-Minute Ferry from Morrow Cove in Vallejo to Crockett, across the Carquinez Straits. From Oakland to the Ferry Building took 18 minutes.
Map of San Francisco Bay ferry routes
Illustration of the Sausalito
One foggy November night in 1901, San Raphael was creeping along near Alcatraz, blasting her whistle continuously, when out of the fog the giant ferryboat Sausalito loomed up. Both captains backed furiously, as steel, wood and glass crunched – the bow of the 1766-ton Sausalito rammed the 692-ton San Raphael and punched a hole in her dining salon. Miss Fannie Shooberts, recalled, “I did not think it serious until a crazed deckhand yelled for everyone to go below. Life preservers were placed around us. Mr. Breedly, an excellent swimmer, jumped in the water, calling upon us to do the same. With no hesitation Olive and I followed. I remember trying to make a graceful dive, but I had placed my purse in the bosom of my dress and did not even remove my boa.” Injured passenger, James McCue was in the dining salon, “If I had been in the bar where I belonged
Illustration of the Vallejo. Sketch by Phil Frank appears in Old Sausalito Ferryboats
The Mare Island Ferry Company built the 414-ton side-wheel Vallejo in 1879 for the short but important run from Mare Island Naval Yard to Vallejo. About one hundred years later Phil Frank sketched her resting on the mud near Waldo Point in Sausalito. Still flying her flags, Vallejo had come to her end as a boat to become an artist’s live-in studio on Sausalito’s waterfront, as did the auto-ferry Charles Van Damme, and the ferry San Raphel. Artist, writes, boat lovers, and others who did not lead conventional lives, sometimes preferred old wooden things with a history, to newer things that looked alike.
Illustration of the Berkeley
Berkeley, famous for her elaborate interior fittings, would up a floating gift ship in Sausalito from 1960 to 1973, when Jack Lucey drew her in place. Sold to the San Diego Maritime Museum, Berkeley remains a prize; her laminated teak seats, stained glass clerestory windows, and powerful steam driven engine are preserved as a San Diego museum ship and National Register property.
Left side of the pylon
John W. Dickie, Naval Architect, arrived in San Francisco with his brother James in 1871, and brought with them Scotland’s long tradition of classic shipbuilding. They began building wooden boats at Hunters Point, and their brother George W. Dickie joined the Risdon Iron Works, later becoming Superintendent of the Union Iron Works in the Potrero to produce steel ships. Most local boatyards were run by the Chief Carpenter who took chalk and drew a sketch on a board, but the Dickie brothers submitted naval architect drawings for their client’s approval, working directly from them in their yards. The Dickie brother’s drawings and those of the Union Iron Works are part of San Francisco’s National Maritime Historic Documents Division of the Library and are shown here with their permission.
Drawing of the Cazadero
“Graybeards generally agree that the best ferry food was on the Key System boats. Since the Key System Ferry from Oakland to San Francisco only took 18 minutes waiters had to be prompt and passengers had to chew quickly. The most popular Key System dish was corned beef hash concocted from a secret recipe and served on genuine china service with a cup of coffee brewed from a special blend. A total of 121, 162 orders were consumed in 1924. Some Key System ferries had electric toasters that could toast 12 slices of bread at once. Commuters considered that to be the culinary and electrical wonder of the age.” -Harre W. Demoro, San Francisco Chronicle
Drawing of the Eureka
Eureka was built as Ukiah in 1890, with a three-story-tall walking-beam engine, she measured six inches short of a football field, and became the largest wooden ferryboat afloat in the world. From 1922 to 1941 she carried an average per trip of 2,200 passengers from Sausalito to the Ferry Building in 26 minutes. Clyde Rice, worked his way up from deckhand to second mate, wrote: “The
Embedded around the base
Ferryboat passengers knew by the horns how thick the fog, by the cant of the boat how rough the bay, by the rings on the pitches how old the cream. - Earle Ennis, “Ferry Tales” San Francisco Chronicle, 1935
Erected by San Francisco Art Commission for the Waterfront Transportation Projects.
Location. 37° 47.884′ N, 122° 23.778′ W. Marker is in San Francisco, California, in San Francisco City and County. Marker is on The Embarcadero, on the right when traveling north. Touch for map. Marker is at or near this postal address: 330 The Embarcadero, San Francisco CA 94105, United States of America.
Other nearby markers. World War II (about 300 feet away, measured in a direct line); The River Lines (about 300 feet away); Piers 1½, 3 & 5 (about 400 feet away); Herb Caen Way (about 400 feet away); Russian Navy Heroes (about 400 feet away); Pony Express Wharf (about 500 feet away); The Embarcadero Freeway (about 600 feet away); Business on the Wharf (about 700 feet away). Touch for a list and map of all markers in San Francisco.
More about this marker. This marker is located just south of Pier 5.
Also see . . .
1. A Brief History of Ferries on the Bay... Bay Area ferry services have played a long and historic role in the development of the region, at one time constituting the greatest water transit system in the world. From the Gold Rush until the completion of the Bay and Golden Gate Bridges, ferries provided the only transportation across the Bay. (Submitted on May 7, 2014, by Barry Swackhamer of San Jose, California.)
2. Ferries of San Francisco Bay - Wikipedia. San Francisco Bay in California has been served by ferries of all types for over 150 years. John Reed established a sailboat ferry service in 1826. Although the construction of the Golden Gate Bridge and the San Francisco – Oakland Bay Bridge led to the decline in the importance of most ferries, some (Submitted on May 7, 2014, by Barry Swackhamer of San Jose, California.)
Categories. • Waterways & Vessels •
Credits. This page was last revised on June 16, 2016. This page originally submitted on May 7, 2014, by Barry Swackhamer of San Jose, California. This page has been viewed 399 times since then and 3 times this year. Photos: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11. submitted on May 7, 2014, by Barry Swackhamer of San Jose, California. • Bill Pfingsten was the editor who published this page.