the Southern Pacific's Oakland Mole for speed and general service. The SFO&SJ interurban line was faster, quicker, cleaner, and quieter than the Southern Pacific's steam operations, which paled in comparison. Between 1902 and 1911, the appeal of the SFO&SJ, and later companies San Francisco, Oakland, & San Jose Consolidated Railway and Key System, would rival the Southern Pacific's steam operated commuter operations. After management changed hands in the Southern Pacific between Collis P. Huntington and Edward H. Harriman, the decline of revenue by the rivalry would force the Southern Pacific to electrify their lines in competition in 1911. Electrification to Reorganization (1911–1934) In 1911 Southern Pacific embarked on a task to double track and electrify its commuter lines. When the construction of catenary over the new lines was complete, Southern Pacific received a new fleet of 72 foot long steel interurbans from the American Car & Foundry Company in the later months of 1911. When the electrification of the lines was completed, a passenger could board an East Bay Electric Lines interurban from either the Oakland or Alameda Moles, and travel to Dutton Avenue, Thousand Oaks, Albany, Berkeley, and Downtown Oakland. Long term plans called for extensions to Richmond and San Jose (to presumably link up with Southern Pacific's other interurban subsidiary, the Peninsular Railway), which never materialized. In addition to interurban service, streetcar service began in 1912 through various sections of the cities it served. A series of smaller streetcars by the Pullman Car Company also served these lines, until 1930. Between 1912 and 1930 there was little change to the services of the East Bay Electric Lines. However, in 1930 all streetcar services ceased in Oakland and Berkeley as they had failed to turn a profit due to the onset of the automobile and Great Depression. In 1934, the East Bay Electric Lines reorganized as the Interurban Electric Railway (IER), in anticipation of the completion of the San Francisco Bay Bridge. Due to the advent of automobile service and the Great Depression, the IER was rapidly losing both money and patronage, so a franchise was granted to them for operation on the lower deck of the Bay Bridge to the new Transbay Terminal, in order to entice new patrons. Bay Bridge Operation to Abandonment (1934–1941) From the reorganization of the East Bay Electric Lines into the Interurban Electric Railway in 1934, the new IER had already begun plans