Northwestern Pacific Railroad
|Northwestern Pacific Railroad|
|Locale||California's North Coast from Marin County - Eureka|
|Dates of operation||1907–Present|
|Successor||Southern Pacific Transportation Company|
|Track gauge||4 ft 8 1⁄2 in (1,435 mm) (standard gauge); 80 miles (130 km) of system originally, 3 ft (914 mm)|
The Northwestern Pacific Railroad (reporting mark NWP) is a regional railroad that serves the North Coast of California. Its main line is 271 miles (436 km) long and runs between Schellville and Eureka. There are portions of the line still intact from the Ignacio Wye to the edge of San Rafael. Currently only the 62 mi (100 km) stretch between Schellville and Windsor is in operation.
The portion of the NWP main line between the Ignacio Wye in Marin County and the depot in Healdsburg is owned by Sonoma-Marin Area Rail Transit (SMART), a proposed commuter railroad. The Schellville–Ignacio and Healdsburg–Eureka portions are owned by the North Coast Railroad Authority.
The NWP's current locomotive roster includes an ex-Burlington Northern GP9, numbered NWP 1922, leased from Bruggere and Monson (BUGX), and a Tier-3 hybrid "Genset" locomotive, numbered NWP 2009 and purchased from Railpower Technologies. The BUGX 1322, a former AT&SF GP7 #2699, built in 1952 and leased from BUGX, is used as a reserve unit.
The NWP was started in the late 1800s as a combined enterprise between the Santa Fe and Southern Pacific railroads, who both realized only one railroad would be profitable in the Eel River canyon. The two railroads bought and combined 43 different railroads to create the Northwestern Pacific and achieve a single railroad by 1914. Gauges ranged from 3 foot to standard, and even included an early wooden steam monorail in Sonoma, California. In 1936, the Santa Fe sold its interests to the SP, which assumed full control.
Beginning in 1990, public interests began snatching up bits and pieces of the "Southern End," or from Willits, California to Schellville, California. The North Coast Railroad Authority was born by government action in the late 1980s to save the NWP from abandonment. The SP officially sold the last of the entire line in 1995, the same year all operations ended north of Willits. In 1996 the "reborn" NWP began operations, but poor management, lack of sufficient motive power and high costs led the line to fall apart. In 1999, the Federal Railroad Administration gave an emergency order that closed the line.
In July 2011, the Federal Railroad Administration emergency order was lifted, allowing freight trains to resume service.
Predecessor lines 
|Northwestern Pacific Railroad|
|Line length||462.6 km (287.4 mi)|
|Track gauge||1,435 mm (4 ft 8 1⁄2 in)|
- California Midland Railroad extended the Eel River and Eureka Railroad up the Van Duzen River to Carlotta, and was merged into SF&NW in 1903.
- California Northwestern Railway formed in 1898 for Southern Pacific Railroad to assume control of the SF&NP and extend the line from Ukiah to Willits in 1902. An extension was built from Willits to Sherwood in 1904. Merged into NWP in 1907.
- California and Northern Railway was formed by Santa Fe Railroad to build north from Eureka to Arcata in 1901, and was merged into SF&NW in 1904.
- Cloverdale and Ukiah Railroad extended the SF&NP from Cloverdale to Ukiah in 1889.
- Eel River and Eureka Railroad connected Humboldt Bay with the Eel River town of Fortuna in 1884, and was merged into SF&NW in 1903.
- Fort Bragg and Southeastern Railroad formed in 1905 for Santa Fe Railroad to assume control of the isolated 24-mile (39 km) Albion River Railroad built in 1891. Merged into NWP in 1907, but never connected to the remainder of the NWP system.
- Fulton and Guerneville Railroad constructed the 15-mile (24 km) SF&NP branch from Fulton to Guerneville in 1877.
- Marin and Napa Railroad extended the Sonoma Valley narrow-gauge 8 miles (13 km) from Sears Point to connect with the SF&NP at Ignacio in 1888.
- North Pacific Coast Railroad built a 3 ft (914 mm) gauge line from Sausalito via the Tomales Bay coast to the Russian River in 1876. Became North Shore Railroad in 1902.
- North Shore Railroad formed to assume control of the North Pacific Coast narrow-gauge in 1902. Merged into NWP in 1907.
- Oregon and Eureka Railroad was formed in 1903 for Southern Pacific Railroad to assume control of logging lines around Arcata at the north end of Humboldt Bay. Selected lines to Trinidad were merged into Northwestern Pacific in 1911. The Trinidad extension reverted to Hammond Lumber Company control in 1933 and operated as logging branches of the Humboldt Northern Railway until 1948.
- Pacific Lumber Company built 7 miles (11 km) of track in 1885 to connect their mill at Scotia with the Eel River and Eureka Railroad at Alton. Branch lines were subsequently built up the Eel River; and these lines merged into SF&NW in 1903.
- Petaluma and Haystack Railroad built from Petaluma to Haystack landing on the Petaluma River in 1864. Purchased by SF&NP in 1876.
- San Francisco and Eureka Railway formed by Southern Pacific Railroad in 1903 to build a connection from Willits to Eureka. Merged into NWP in 1907.
- San Francisco and North Pacific Railroad (SF&NP) built from Donahue landing on the Petaluma River to Santa Rosa in 1870 and extended to Cloverdale in 1872. Extended from Petaluma to San Rafael in 1879. Extended from San Rafael to Tiburon by the San Francisco & San Rafael in 1884. Extended from Cloverdale to Ukiah by the Cloverdale & Ukiah in 1889. Merged in NWP in 1907.
- San Francisco and Northwestern Railway (SF&NW) formed by Santa Fe Railroad in 1903 to consolidate the California and Northern Railway from Arcata to Eureka, the Eel River and Eureka Railroad from Eureka to Alton, The California Midland from Alton to Carlotta, and the Pacific Lumber Company lines from Alton up the Eel River. Merged into NWP in 1907.
- San Francisco and San Rafael Railroad extended the SF&NP from San Rafael to Tiburon in 1884.
- San Rafael and San Quentin Railroad (SRSQ) was a narrow gauge railroad formed on 25 February 1869 to connect a ferry landing at Point San Quentin with San Rafael.
- Santa Rosa, Sebastopol and Green Valley Railroad built the 6-mile (9.7 km) SF&NP branch from Santa Rosa to Sebastopol in 1890.
- Sonoma and Santa Rosa Railroad extended the Sonoma Valley narrow gauge from Sonoma to Glen Ellen in 1882.
- Sonoma Valley Prismoidal Railway was an early wooden monorail that was to be built from Petaluma River landing 5 miles (8.0 km) to Schellville in 1876. However only the segment from Norfolk landing (later called Wingo) on Sonoma Creek was ever completed. The line ceased operations in in May of 1877 and was converted to the narrow gauge Sonoma Valley Railroad beginning in 1878.
- Sonoma Valley Railroad purchased Sonoma Valley Prismoidal Railway in 1878, converted it to a conventional 3 ft (914 mm) gauge, and extended it into Sonoma in 1879. Extended from Sonoma to Glen Ellen by the Sonoma & Glen Ellen in 1882. Extended from Sears Point landing to rail connection at Ignacio by Marin & Napa in 1888.
In the late 1800s both the Southern Pacific Railroad and the Santa Fe Railroad had great interests in building lines north from San Francisco to Humboldt County to tap into the rich logging industry up there. Both railroads planned on building a line north, the Santa Fe starting with a boat connection in present-day Larkspur, California, and the Southern Pacific, starting at its interchange in American Canyon, up north through Marin, Sonoma, Mendocino and Humboldt counties to finally terminate in Eureka, California. It soon became clear though as plans went forward that only one railroad would make money in the Eel River Caynon, and so the Southern Pacific and Santa Fe entered into a joint agreement, and in 1906 merged a total of 42 railroad companies between Marin and Humboldt Bay, to make one railroad line stretching from Schellville, California, to Eureka. Construction was finally completed through the unstable Eel River canyon by October 1914 when a Golden Spike ceremony and celebration was held to mark the accomplishment. The SP controlled the southern end of the line, from Willits down south to Marin and Schellville, while the AT&SF controlled the northern end, from Willits to Eureka. There were also dozens of miles of narrow gauge trackage in Marin, controlled by SP.
The railroad service became popular; a 1911 NWP time-table shows 10 passenger trains each way, plus dozens of freights.
In 1929 the AT&SF sold its half-interest to the Southern Pacific, making the NWP a full SP subsidiary.
Passenger service boomed until the 1930s, when improved roads and highways made traveling and shipping by motor vehicle more accessible, and by 1935, both freight and passenger service slowed to crawl because of the Great Depression. It did not pick up again until World War II, when great demand for freight movement was needed. Freight service on the NWP picked up heavily again in the 1950s as a large increase in the demand for lumber came about due to the Housing Boom of the '50s.
Branch lines were dismantled during the 1930s. The Sebastopol Branch became redundant following purchase of the Petaluma and Santa Rosa Railroad in 1932, and California State Route 12 adopted the former alignment between Leddy and Sebastopol. The Trinidad extension reverted to a logging line after NWP service ended in 1933. Sonoma County's River Road adopted the former alignment of the Guerneville branch from Fulton to Duncans Mills after rails were removed in 1935. During March 1958, all mainline passenger service was discontinued. Freight traffic remained high until the 1970s, when the downturn in the lumber market and strong trucking competition led to a decline in use of the railroad, which already had fewer carloads than ever before.
By 1980, freight was still running in the Eel River Canyon, between Willits and Eureka, at that time the most expensive stretch of rail line to be operational and maintained in the United States. The NWP's parent company Southern Pacific began looking at cutting back its unprofitable branches and subsidiary lines, and the NWP was one of them. In September 1983, the SP announced that it was shutting down the maintenance-intensive NWP line north of Willits. This led to a contentious court battle due to the fact that the SP did not properly notify the Interstate Commerce Commission of their intent to abandon the line. The line was ordered reopened by the U.S. Circuit Court in March 1984.
In 1984, the SP sold the North End, from Willits to Eureka, to Bryan Whipple, who ran it as the Eureka Southern Railroad. Although Whipple tried his best, the line was bankrupt within several years. In 1989, the North Coast Railroad Authority was founded by the California Legislature under the North Coast Railroad Authority Act, to save the NWP from total abandonment.
In 1992, what was left of the Eureka Southern was sold to the NCRA, who ran it under the "North Coast Railroad" until 1995, when severe flooding of the Eel River led to an almost total washout. The North End of the NWP has not been open since.
During that time, the Golden Gate Bridge, Highway and Transportation District began to purchase sections of the NWP's south end. The SP began to lease the line to the California Northern Railroad in 1993, until the entire south end was purchased by a combination of the GGBHTD and Marin and Sonoma Counties, which merged with the NCRA on April 30, 1996, forming complete transformation from the SP.
Using "Black Widow" GP9s and SD9s locomotives, the new NWP ran from 1996 until 1998, when money problems and management issues caused the line to nosedive. The line was shut down due to numerous washouts and unsafe portions of track. The NWP resumed service in 2001, between Schellville and Cotati, but was shut down approximately one month later, under the first and only Emergency Order put into place by the Federal Railroad Administration.
Beginning as early as 2009, the NCRA began to rebuild and fix up the NWP between Schellville and Windsor, and in July 2011 it resumed light freight service between those two points after many legal hurdles. Plans for the future include trains reaching Healdsburg and Willits by 2014. The Eel River Canyon segment is still on the drawing board while awaiting a decision whether or not to rebuild the segment, due to extreme costs and a lack of possible business. Multiple tourist companies are interested in possibly opening an excursion and dinner train that would go around Humboldt and Arcata bay, but are facing many legal hurdles and financial issues.
- Milepost 40.4 - Schellville (formerly junction with Sonoma Branch)
- Milepost 28.7 - Black Point bridge over Petaluma River
- Milepost 25.8 - Ignacio junction with San Rafael branch
- Milepost 27.8 - Novato
- Milepost 37.2 - bridge over Petaluma River
- Milepost 38.5 - Petaluma
- Milepost 46.1 - Cotati
- Milepost 53.8 - Santa Rosa
- Milepost 58.5 - Fulton (formerly junction with Guerneville branch)
- Milepost 62.9 - Windsor (Northern-most operationable and open point on NWP Today)
- Milepost 67.6 - bridge over Russian River
- Milepost 68 - Healdsburg
- Milepost 75.8 - Geyserville
- Milepost 85.2 - Cloverdale
- Milepost 100.1 - Hopland
- Milepost 114 - Ukiah
- Milepost 120 - Calpella
- Milepost 122.1 - Redwood Valley
- Milepost 131.4 - Ridge summit between Russian River and Eel River drainages is highest point on line
- Milepost 139.5 - Willits interchange with (formerly Union Lumber Company) California Western Railroad, which is still operational as a tourist line. A reconnection is planned in 2014
- Milepost 166.5 - line enters Eel River Canyon at Dos Rios
- Milpost 194.8 - bridge over Eel River at south entrance of Island Mountain tunnel
- Milepost 206.5 - bridge over Eel River
- Milepost 209 - Alderpoint
- Milepost 237.7 - South Fork bridge over Eel River
- Milepost 255.6 - Scotia (formerly interchange with Pacific Lumber Company)
- Milepost 261.8 - bridge over Van Duzen River
- Milepost 262.7 - Alton junction with Carlotta Branch
- Milepost 266.1 - Fortuna
- Milepost 271 - Loleta
- Milepost 284.1 - Eureka
- Milepost 292.5 - Arcata
- Milepost 295.2 - Korblex (formerly interchange with Northern Redwood Company Arcata and Mad River Railroad)
- Milepost 300.5 - Samoa (formerly interchange with Hammond Lumber Company Humboldt Northern Railway)
Railroad in film 
The Northwestern Pacific Railroad was featured in a few films, used from backgrounds to on-board filming. Most notably is Alfred Hitchcock's Shadow of a Doubt, which was filmed in downtown Santa Rosa, California in the summer of 1942, using the stone depot and railroad yard as a background.
A 1991 television remake of Shadow of a Doubt was filmed at the Petaluma NWP depot, using former Daylight passenger equipment owned by the NCRA and Southern Pacific F unit, loaned from the California State Railroad Museum.
In the 2003 film Cheaper by the Dozen, the Santa Rosa Railroad Square and the Santa Rosa NWP depot were used as backdrops for multiple scenes throughout the movie.
North Coast Railroad Authority 
In 1992, the North Coast Railroad Authority (NCRA) purchased the Eureka Southern and leased the line to the newly-formed North Coast Railroad. The NCRA was created by state law in 1989 to preserve the Northwestern Pacific line from future abandonment. In 1996, the North Coast RR and the former "south end", owned by the Southern Pacific RR, became the "new" Northwestern Pacific Railroad under public ownership. The goals of the new Northwestern Pacific Railroad include handling more freight by rail along the Highway 101 corridor, establishing passenger excursion trains, and eventually providing regular passenger commuter service. In 1998 the railroad, which had more than 208 damaged sites along 216 mi (350 km), became the first and only railroad in the United States to be officially closed by the Federal Railroad Administration. In January 2001, the NWP was reopened between Willits and Novato, but service was temporarily discontinued in September 2001 because the operator lacked capital to continue operations. The track from Lombard to Healdsburg is owned by the Sonoma-Marin Area Rail Transit District; the California Northern Railroad (CFNR) has trackage rights granted from Schellville to Willits.
On May 31, 2006, NCRA announced that it had selected a new operator for the line. The winning bidder was NWP, Inc., led by CEO John H. Williams who had been instrumental in setting up Caltrain service on the San Francisco Peninsula. NCRA announced approval of a 5-year contract with NWP Co. in September 2006. The new NWP currently operates the line from Eureka to Schellville over the length of the original route of the NWP.
By late 2007, the NCRA was granted 500 million dollars to restore the original line from Napa to Willits. With Marin and Sonoma counties' Measure Q passing in 2008, the new SMART Rail is being planned between Larkspur and Cloverdale. Operation is expected to commence in 2014.
The NCRA and Northwestern Pacific Railroad originally planned to start regular freight service on the line in late fall 2009,but a lawsuit filed by the City of Novato pushed the date back to early 2010. Work forces began tie and ballast reconstruction from Schellville to Windsor in 2009, and electric crews have replaced and worked on many of the railroad crossings. When the freight service comes back, the North Coast Rail Authority will run trains of eight cars or fewer, and carry no hazardous materials. Reballasting and replacement of bad ties between Schellville and Windsor was completed by October 2009, with Federal Railroad Authority (FRA) inspections due to be finished in early 2011. An earlier target date in 2010 was delayed when the Federal Railroad Administration ruled NCRA's petition to reopen the line was dependent upon approval from Sonoma-Marin Area Rail Transit (SMART), with whom the NWP will share some trackage. This ruling was reversed in November 2010, but the two authorities still must complete a joint-operating agreement before freight service can begin. NCRA hopes to have freight service resume all the way up to Willits by the year 2020.
In June 2011, the Northwestern Pacific reopened the line and began operations over the section of track between Napa and Windsor, California. Service consists of about three trips weekly over the line. The railroad has hauled grain for dairy and poultry farms in Sonoma County, and lumber products. At Napa, the railroad has been exchanging freight with the California Northern Railroad in American Canyon.
Steam locomotives 
Diesel Locomotives 
|1922||EMD||GP9||8/1957||22740 5505-21 ||Nee NP 337, Exx BN 1922, Ex BNSF 1628. In Service out of Schellville. Painted in SP Bloody Nose colors.|
|2009||Railpower||RP20BD||12/2007||19234 5321-B29||Leased RJ Corman; In Service out of Schellville. Built as UP GP9B #158B in 2/1954.|
|70||Electro-Motive Diesel||GP7||5/1953||18418 5250-10||ex-NCRR 70; ex-EUKA 70; ex-CCT 70; née RDG 618 1996 1998 stored out of service (Eureka, CA)|
|2872||Electro-Motive Diesel||GP9E||1956||22897 ?||ex-NCRR 2872; ex-SP 2872 1996 1998 stored out of service (Eureka, CA)|
|3190||Electro-Motive Diesel||GP9E||1955||19980 ?||ex-NCRR 3190; ex-SP 3190 1996 1998 stored out of service (Eureka, CA)|
|3779||Electro-Motive Diesel||GP9E||1957||22922 ?||ex-NCRR 3779; ex-SP 3779 1996 1998 stored out of service (Eureka, CA)|
|3786||Electro-Motive Diesel||GP9E||1957||22945 ?||ex-NCRR 3786; ex-SP 3786 1996 c.1998 disposition unknown|
|3804||Electro-Motive Diesel||GP9E||1957||22943 ?||ex-NCRR 3804; ex-SP 3804 1996 c.1998 disposition unknown|
|3825||Electro-Motive Diesel||GP9||4/1959||25133 5595-34||ex-SP 3825; ex-SP 3696; née SP 5833 1996 ? to OMLX 3825; out of service (Loveland, CO)|
|3840||Electro-Motive Diesel||GP9E||2/1959||25146 5596-2||ex-SP 3840; ex-SP 3654; née TNO 450 1996 199x to OMLX 3840; to RailServe (Prentiss, AB) 3840, 2000|
|3844||Electro-Motive Diesel||GP9||1959||25137 ?||ex-SP 3844; ex-SP 3700; née SP 5837 1996 1997 wrecked, 1997; Stored out of service (Willits, California)|
|3850||Electro-Motive Diesel||GP9||1959||25116 ?||ex-SP 3850; ex-SP 3679; née SP 5816 1996 1997 wrecked, 1997; Stored Out of Service (Willits California|
|3857||Electro-Motive Diesel||GP9E||1959||25139 ?||ex-NCRR 3857; ex-SP 3857 1996 1998 stored out of service (Eureka, CA)|
|4323||Electro-Motive Diesel||SD9||1954||19440 ?||ex-SP 4323; ex-SP 3812; née SP 5351 ? c.1998 disposition unknown|
|4324||Electro-Motive Diesel||SD9||1954||19441 5322-13||ex-SP 4324; ex-SP 3813; née SP 5352 1996 ? to OMLX 4324|
|4327||Electro-Motive Diesel||SD9||1955||20229||ex-SP 4327; ex-SP 3856; née SP 5378 1996 ? to OMLX 4327 Now Great Western of Colorado 4327 (still in NWP Paint as of 29JAN13)|
|4423||Electro-Motive Diesel||SD9||1956||21297 5435-9||ex-SP 4423; ex-SP 3946; née SP 5472 1996 ? to OMLX 4423|
|5305||Electro-Motive Diesel||SD9||1957||22808 ?||nee DRGW 5305 1996 ? to OMLX 5305|
|6595||Electro-Motive Diesel||GP35||1964||29569 ?||OMLX 6595; ex-SP 6595; née SP 7483:1 1996 1996 to OMLX 6595, 1996; to HBRY 2502, 1997|
|6600||Electro-Motive Diesel||GP35||1964||29705 ?||OMLX 6600; ex-SP 6600; née SP 7703 1996 1996 to OMLX 6600, 1996; to HBRY 2503, 1997|
Narrow-Gauge Line 
The NWP 3 ft (914 mm) gauge line was built as the North Pacific Coast Railroad in 1873 from a San Francisco ferry connection at Sausalito to the Russian River at Monte Rio. Rails were extended downriver to Duncans Mills in 1876, and up Austin Creek to Cazadero in 1886. This narrow gauge line became the Shore Division of the NWP formed by Santa Fe and Southern Pacific in 1907. The standard gauge NWP Guerneville branch was extended to Monte Rio in 1907 and the line from Monte Rio to Duncans Mills was dua gauged in 1909. Summer tourists from San Francisco visited Russian River vacation spots via joint narrow gauge/standard gauge NWP "triangle" excursions until automobile travel became more popular. The southern end of the line was standard gauged from San Francisco Bay to Point Reyes Station at the head of Tomales Bay in 1920. The line up Austin Creek to Cazadero was standard gauged in 1926. The remaining line from Monte Rio to Point Reyes Station was dismantled in 1930.
- Milepost 11.7 - tunnel 1
- Milepost 13.4 - Larkspur
- Milepost 14.7 - Kentfield
- Milepost 18.3 - Fairfax
- Milepost 20.7 - tunnel 2
- Milepost 23.1 - Nicasio
- Milepost 27 - bridge over Paper Mill Creek and highway
- Milepost 35.6 - Arroyo San Geronimo trestle
- Milepost 45.4 - Marshall
- Milepost 50.5 - bridge over Keyes Creek
- Milepost 51.9 - tunnel 3
- Milepost 53.7 - tunnel 4
- Milepost 54.9 - Stemple Creek trestle
- Milepost 58.8 - Estero Americano Creek trestle
- Milepost 59.5 - Valley Ford
- Milepost 61.9 - Ebabias Creek trestle
- Milepost 62.7 - Salmon Creek trestle
- Milepost 66.9 - Brown Creek trestle (this 142-foot (43 m) high trestle was reputedly the highest of its kind in the United States when built in 1876)
- Milepost 68.7 - Maquire Creek trestle
- Milepost 70.5 - Larry Creek trestle
- Milepost 70.8 - bridge over Dutch Bill Creek
- Milepost 71 - tunnel 5
- Milepost 71.6 - bridge over Dutch Bill Creek
- Milepost 71.7 - bridge over highway
- Milepost 84.3 - Cazadero (D.H.McEwen Lumber Company operated narrow gauge 2-cylinder Shay locomotive C/N 1823 at Cazadero briefly beginning in 1906)
|82||Baldwin Locomotive Works||4-4-0||1876||3842||ex-NPC/NS/NWP #11 scrapped 1911|
|83||Baldwin Locomotive Works||4-4-0||1875||3722||ex-NPC/NS/NWP #3 scrapped 1913|
|84||NPC Sausalito Shop||4-4-0||1900||1||ex-NPC/NS/NWP #20 retired 1920 scrapped 1924|
|85||Baldwin Locomotive Works||4-4-0||1884||7249||ex-South Pacific Coast Railroad #14 wrecked|
|86||Baldwin Locomotive Works||4-4-0||1884||7236||ex-South Pacific Coast Railroad #15 then NWP #19>#86 sold Duncan Mills Land & Lumber Company 1920 scrapped 1926|
|87||Baldwin Locomotive Works||4-4-0||1880||4960||ex-South Pacific Coast Railroad #10 then NWP #10>#87 scrapped 1917|
|90||Brooks Locomotive Works||4-4-0||1891||1886||ex-NPC/NS/NWP #15 operated last narrow gauge NWP train in 1930 scrapped 1935|
|91||Brooks Locomotive Works||4-4-0||1894||2421||ex-NPC/NS/NWP #16 scrapped 1935|
|92||Brooks Locomotive Works||4-4-0||1891||1885||ex-NPC/NS/NWP #14 retired 1926 scrapped 1935|
|93||Baldwin Locomotive Works||4-4-0||1884||7249||1924 rebuild of wrecked #85 scrapped 1935|
|94||Baldwin Locomotive Works||4-6-0||1887||8486||ex-South Pacific Coast Railroad #20 then NWP #21>#144>#94 scrapped 1935|
|95||Brooks Locomotive Works||4-6-0||1899||3418||ex-NPC/NS/NWP #18 then NWP #145>#95 retired 1929 scrapped 1935|
|195||Baldwin Locomotive Works||2-6-0||1883||6611||ex-NPC/NS/NWP #13 scrapped 1912|
|321||Baldwin Locomotive Works||2-8-0||1880||4974||ex-Denver and Rio Grande Railroad #44 then NS/NWP #40 scrapped 1912|
|322||Baldwin Locomotive Works||2-8-0||1885||7676||ex-Hancock and Calumet Railroad #2 then Duluth, South Shore and Atlantic Railroad #33 then NS/NWP #33 scrapped 1914|
|323||Baldwin Locomotive Works||2-8-0||1885||7677||ex-Hancock and Calumet Railroad #3 then Duluth, South Shore and Atlantic Railroad #31 then NS/NWP #31 scrapped 1912|
See also 
- Borden 1963 p.9
- Borden 1963 p.12
- Borden 1963 pp.10-15
- Codoni, Fred; Trimble, Paul C. (2006). Northwestern Pacific Railroad. Arcadia Publishing. ISBN 0-7385-3121-9.
- Stindt (1978) p.57
- Glionna, John M. (22 April 2001). "Light at the End of the Tunnel for a Struggling Little Railroad". Los Angeles Times. Retrieved 08 October 2011.
- Gale & Valles (1978)
- North Coast Railroad Authority (2009-12-12). "Public draft, environmental impact report, North Coast Railroad Authority, Russian River Division executive summary". Retrieved 2009-12-12.
- North Coast Railroad Authority (2006-05-31). "NCRA Approves Operator Contract". Retrieved 2009-12-12.
- Stindt (1964) pp.126-127
- Stindt 1974 p.44
- Stindt 1974 pp.53 & 72
- Stindt 1974 p.72
- Stindt 1974 p.53
- Stindt 1985 p.33
- Stindt 1974 pp.72-73
- Stindt 1974 p.48
- Stindt 1974 p.52
- Stindt 1974 pp.58 & 72
- Stindt 1974 p.71
- Stindt 1974 pp.70-71
- Stindt 1985 p.28
- Stindt 1974 pp.41 & 71
- Stindt 1985 p.37
- Stindt 1974 p.69
- Stindt 1985 p.35
- Stindt 1974 p.73
- Stindt 1974 pp.52 & 59
- Stindt 1985 pp.36-37
- Stindt 1985 p.34
- Stindt 1985 pp.33-35
- Koch, Michael (1971). The Shay Locomotive Titan of the Timber. The World Press. p. 412.
- Stindt (1974) pp.11,13,19,26,28 & 30
- Stindt (1978) pp.88-89
- Stindt 1974 p.8
- Dickinson 1974 pp.32-33,45,50,69,76,99,125 & 154
- Dickinson 1974 p.78
- Dickinson 1974 pp.48,79 & 153
- Dickinson 1974 p.113
- Stindt 1974 p.22
- Dickinson 1974 pp.62 & 113
- Dickinson 1974 p.150
- Dickinson 1974 p.34
- Dickinson 1974 p.31
- Stindt 1974 p.17
- Dickinson 1974 p.147
- Dickinson 1974 pp.40 & 149
- Stindt 1974 p.14
- Dickinson 1974 pp.5,36 & 96
- Stindt 1974 pp.16 & 30-31
- Dickinson 1974 pp.40,64,93,116 & 145
- Stindt 1974 p.39
- Dickinson 1974 pp.66 & 146
- Stindt 1974 pp.1-4,16,53,60 & 62-63
- Dickinson 1974 p.114
- Stindt 1974 pp.26-27
- Dickinson 1974 pp.36 & 38
- Stindt 1974 pp.14-15,65 & 69
- Dickinson 1974 pp.84-85,88-89 & 118
- Stindt 1974 p.10
- Dickinson 1974 pp.67,70,109 & 118
- Koch, Michael (1971). The Shay Locomotive Titan of the Timber. The World Press. p. 422.
- Dickinson (1974) pp.132-133
- Stindt (1974) p.78
- Dickinson (1974) p.134
- Dickinson (1974) p.129
- Stindt (1974) p.16
- Dickinson (1974) p.120
- Stindt (1974) p.34
- Dickinson (1974) pp.123 & 135
- Dickinson (1974) p.135
- Stindt (1974) pp.25 & 33
- Dickinson (1974) pp.124
- Stindt (1974) pp.10,16,25,35 & 39
- Dickinson (1974) pp.6 & 135
- Stindt (1974) pp.9,16,18,29 & 34
- Stindt (1974) pp.3,16 & 29
- Dickinson (1974) p.123
- Stindt (1974) pp.25,29 & 35
- Dickinson (1974) pp.125,129 & 136
- Stindt (1974) pp.3,24,32 & 35
- Dickinson (1974) p.136
- Stindt (1974) p.33
- Borden, Stanley T. (1963). Railroads of Eureka. The Western Railroader.
- Carranco, Lynwood (1982). Redwood Lumber Industry. San Marino, California: Golden West Books. ISBN 0-87095-084-3.
- Dickinson, A. Bray (1974). Narrow Gauge to the Redwoods. Corona del Mar, California: Trans-Anglo Books. ISBN 87046-010-2 Check
- Drury, George H. (1984). The Train-Watcher's Guide to North American Railroads. Waukesha, Wisconsin: Kalmbach Publishing. ISBN 0-89024-061-2.
- Kneiss, Gilbert H. (1956). Redwood Railways. Berkeley, California: Howell-North.
- Lewis, Edward A. (1996). American Shortline Railway Guide (5th Edition ed.). Waukesha, Wisconsin: Kalmbach Publishing. ISBN 0-89024-290-9.
- Kalmbach Publishing, ed. (2000). The historical guide to North American railroads (2nd Edition ed.). Waukesha, Wisconsin: Kalmbach Publishing. ISBN 0-89024-356-5.
- Robertson, Donald B. (1998). Encyclopedia of Western Railroad History - Volume IV - California. Caldwell, Idaho: The Caxton Printers. ISBN 0-87004-385-4.
- Sievers, Wald and Stindt, Fred A. (1969). N.W.P. Narrow Gauge. The Western Railroader.
- Stindt, Fred A. (1974). Trains to the Russian River. Railway & Locomotive Historical Society.
- Stindt, Fred A. (1978). The Northwestern Pacific Railroad: Redwood Empire Route (3rd Edition ed.). Kelseyville, California: Fred A. Stindt. ASIN: B0007F4A2M.
- Stindt, Fred A. (1985). The Northwestern Pacific Railroad Volume Two. Kelseyville, California: Fred A. Stindt. ISBN 0-9615465-0-6.
- Gale, V.J. and Valles, R.C.(Roadmasters) (1978). (untitled maintenance-of-way charts). Southern Pacific Railroad.
|Wikimedia Commons has media related to: Northwestern Pacific Railroad|
- North Coast Railroad Authority Current owner of the "new" Northwestern Pacific
- Northwestern Pacific Railroad Historical Society A non-profit California corporation dedicated to preserving the heritage of Redwood Empire railroading
- Railroads and the Redwood Empire Lots of NWP Pictures
- Northwestern Pacific Today A record of the rehabilitation and operation of the NWP starting in 2009
- Northwestern Pacific Railroad Network A social network dedicated to sharing the heritage of Redwood Empire railroading
- Northwestern Pacific Railroad Company The official website of the Northwestern Pacific Railroad