to reroute service and maintenance facilities well before the Bay Bridge had been completed. The location of the approach to the Bay Bridge was located directly next to the Key System's trackage that led to the Key Mole. So, the Interurban Electric Railway began construction of a trestle over the Southern Pacific and Aitchison, Topeka, & Santa Fe Railroad tracks in order to access this new area. Additionally, it was agreed that the IER and Key System should share a maintenance facility in the new Bridge Yard, so work began on a new facility and yard storage area for the two lines. When completed, the new Bridge Yard would replace existing Key System tracks with a joint Sacramento Northern, Interurban Electric Railway, and Key System maintenance yard. Extra trains for Bay Bridge usage could also be stored here, but this practice was not used by the Sacramento Northern Railroad who preferred to utilize an existing yard. The Interurban Electric Railway's new route also featured a fly-over bridge over Key System / Sacramento Northern tracks. From the Bridge Yard to the new Transbay Terminal, the three interurban lines would share two tracks. This required an extensive signaling system, so all trains were retrofitted with special signaling devices that warned of speed limit and the automatic block signaling. Electrification on the bridge would be at 1300 volts for the Sacramento Northern and Interurban Electric Railway, so all trains were also retrofitted to run on this voltage. Beginning January of 1938, IER trains could now run across the Bay Bridge. Routes now terminated at the Transbay Terminal, but with a central stop at the 26th Street Station for transferring, instead of the usual Oakland and Alameda Moles. With the new addition of interurban service to San Francisco, patrons from Berkeley, Oakland, Alameda, and upper San Leandro could now ride into San Francisco. The IER saw a brief increase of patronage, but due to automobile competition and the fact that cars had been allowed to use the Bay Bridge since 1936, the IER could not compete. Between 1938 and 1940 the IER reduced services drastically in order to try and stay afloat, but could not. On February 26, 1940, the IER applied to the Public Utilities Commission to abandon services. Interurban commuter services were no longer making money. On July 26th, 1941, the Interurban Electric Railway ran its last interurban, and was shut down