Northwestern Pacific Railroad
| Overview | |
|---|---|
| Headquarters | Eureka, California |
| Reporting mark | NWP |
| Locale | California's North Coast from Marin County - Eureka |
| Dates of operation | c. 1907–1992 |
| Successor | Southern Pacific Transportation Company |
| Technical | |
| Previous gauge |
|
The Northwestern Pacific Railroad (reporting mark NWP) was a regional railroad serving California's North Coast. The railroad ran from the North Bay at Sausalito to Eureka, California, primarily near the U.S. Route 101 corridor.
The NWP ran an electrified interurban commuter railroad in Marin County until 1941. The opening of the Golden Gate Bridge in 1937 caused commuters to shift from the train-ferry service to commuting by bus and car.
The NWP was merged into the Southern Pacific in 1992, only four years before the Union Pacific/Southern Pacific merger.
NWP Freight is planned on starting in July 2010, from the California Northern interchange at Schellville, north to Windsor. Plans are set to have freight trains to Willits, CA by 2014. The Northwestern Pacific will run along the same route Sonoma Marin Area Rail Transit, which will travel from Larkspur to Cloverdale.
Predecessor Lines
| Northwestern Pacific Railroad | |
|---|---|
| Technical | |
| Line length | 462.6 km |
| Track gauge | 1435 mm |
|}
- 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 36-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.[1] Selected lines to Trinidad were merged into Northwestern Pacific in 1911.[2] The Trinidad extension reverted to Hammond Lumber Company control in 1933 and operated as logging branches of the Humboldt Northern Railway until 1948.[3]
- 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 narrow gauge in operation in 1879.
- 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 a early wooden monorail built from Petaluma River landing 5 miles (8.0 km) to Schellville in 1877 and converted to the narrow-gauge Sonoma Valley Railroad a year later.
- Sonoma Valley Railroad purchased Sonoma Valley Prismoidal Railway in 1878, converted it to a conventional 36 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.
Merger
Southern Pacific Railroad controlled the NWP line from Schellville to Willits while Santa Fe Railroad controlled the northern end of NWP built by Humboldt County lumber companies. Both major railroads wanted rail connection to the redwood lumber mills around Humboldt Bay. Southern Pacific planned to extend its California Northwestern Railway down the Eel River from Willits, while Santa Fe planned to extend their San Francisco and Northwestern Railway up the South Fork Eel River through Lake County to connect with their Central Valley line at Galt. NWP was formed as a jointly owned subsidiary in 1907 to build a shared line after both companies compared construction costs to potential revenue. The line was completed in 1914. Santa Fe sold its interest to Southern Pacific in 1929.[4]
The line was prone to problems caused by the elements and tunnel fires, making the railroad expensive to maintain. Keeping freight customers must also have been a challenge, as service was frequently disrupted. For example:
- January 1953 – a severe rainstorm caused earth and debris to slip suddenly from the face of the Scotia Bluffs sweeping an 80-ton locomotive into the Eel River and killing three crewmen.
- July 1961 – a tunnel fire north of San Rafael decapitated the line south into Marin County until it was finally repaired in 1967.
- December 1964 – flooding washed out over 100 miles (160 km) of the northern end of the line inside the Eel River Canyon.
- September 1978 – a tunnel fire north of Island Mountain severed the line for a year.
- January 1980 – flooding washed out the tracks at NWP's Schellville interchange.
With up to 115 in (290 cm) of rainfall each year, unstable geology, and seismic activity, the Eel River Canyon has been deemed unsuitable for economic use. 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 as 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.
Route
NWP mileposts conform to Southern Pacific Railroad convention of distance from San Francisco, California:[5]
- Milepost 40.4 - Schellville 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 junction with Guerneville branch
- Milepost 62.9 - Windsor
- 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 California Western Railroad, which is still operational as a tourist line. Re-connection planned as of 2009. (Union Lumber Company)
- 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 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 interchange with Arcata and Mad River Railroad (Northern Redwood Company)
- Milepost 300.5 - Samoa interchange with Humboldt Northern Railway (Hammond Lumber Company)
Eureka Southern Railroad
On September 8, 1983, investor Bryan R. R. Whipple came to rescue the line and his new railroad, the Eureka Southern Railroad, was incorporated. He purchased the line north of Willits from NWP for $4.95 million and on November 1, 1984 the railroad commenced operations.
The Eureka Southern operated the railroad with four EMD GP38 2,000 horsepower (1,500 kW) locomotives it acquired from Conrail that were built in 1969.
The Eureka Southern struggled to make money on the line and on December 15, 1986 they filed for Chapter 11 bankruptcy, however the railroad continued operations. The railroad tried operating excursion trains such as the North Coast Daylight. It should also be noted that during this period environmental concerns severely restricted logging. Historically, Logs, lumber, and wood products were the primary commodities carried by the Eureka Southern.
In September 1988 the ES purchased the 7 mi (11 km) shortline Arcata and Mad River Railroad from Simpson Timber Company for $300,000. The A&MR had been closed for the two-year period prior to its purchase by the Eureka Southern.
The death knell of the ES sounded on April 25, 1992 when an earthquake and a related landslide at Scotia Bluff closed the line.
North Coast Railroad Authority
 | This article needs to be updated. (December 2009) |
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 SMART District; the California Northern Railroad (CFNR) has trackage rights granted from Schellville to Willits.[6]
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.[7] 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 by early 2010. NCRA hopes to have freight service resume all the way up to Willits by the year 2020.
Steam Locomotives
Diesel Locomotives
| Number | Builder | Type | Date | Works number | Notes |
|---|---|---|---|---|---|
| 70 | Electro-Motive Diesel | GP7 | 5/1953 | 18418 5250-10 | ex-NCRR 70; ex-EUKA 70; ex-CCT 70; nee 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; nee 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; nee 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; nee SP 5837 1996 1997 wrecked, 1997; scrapped (?) |
| 3850 | Electro-Motive Diesel | GP9 | 1959 | 25116 ? | ex-SP 3850; ex-SP 3679; nee SP 5816 1996 1997 wrecked, 1997; scrapped (?) |
| 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; nee SP 5351 ? c.1998 disposition unknown |
| 4324 | Electro-Motive Diesel | SD9 | 1954 | 19441 5322-13 | ex-SP 4324; ex-SP 3813; nee SP 5352 1996 ? to OMLX 4324 |
| 4327 | Electro-Motive Diesel | SD9 | 1955 | 20229 ? | ex-SP 4327; ex-SP 3856; nee SP 5378 1996 ? to OMLX 4327 |
| 4423 | Electro-Motive Diesel | SD9 | 1956 | 21297 5435-9 | ex-SP 4423; ex-SP 3946; nee 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; nee 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; nee SP 7703 1996 1996 to OMLX 6600, 1996; to HBRY 2503, 1997 |
Narrow-Gauge Line
The NWP 36-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 dual-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.[31]
Route
Mileposts conform to Southern Pacific Railroad convention of distance from San Francisco[32]
- Milepost 11.7 - tunnel 1
- Milepost 12.6 - Corte Madera[35]
- Milepost 13.4 - Larkspur
- Milepost 14.7 - Kentfield
- Milepost 16.5 - Junction later known as San Anselmo[36]
- Milepost 18.3 - Fairfax
- Milepost 20.7 - tunnel 2
- Milepost 23.1 - Nicasio
- Milepost 27 - bridge over Paper Mill Creek and highway[37]
- Milepost 35.6 - Arroyo San Geronimo trestle[38]
- Milepost 36.4 - Point Reyes Station[39]
- Milepost 45.4 - Marshall
- Milepost 50.5 - bridge over Keyes Creek[40]
- Milepost 51.9 - tunnel 3[41]
- 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 65.2 - Salmon Creek trestle[43]
- 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)[46][47]
- Milepost 67.6 - Occidental[48][49]
- Milepost 68.7 - Maquire Creek trestle
- Milepost 69.0 - Camp Meeker[50][51]
- 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 77 - bridge over Russian River[54][55]
- Milepost 77.1 - Duncans Mills[56]
- Milepost 82.1 - bridge over Austin Creek[57]
- Milepost 84.3 - Cazadero[58][59] (D.H.McEwen Lumber Company operated narrow-gauge 2-cylinder Shay locomotive C/N 1823 at Cazadero briefly beginning in 1906)[60]
Locomotives
| Number | Builder | Type | Date | Works number | Notes[61][62] |
|---|---|---|---|---|---|
| 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[63] |
| 84 | NPC Sausalito Shop | 4-4-0 | 1900 | 1 | ex-NPC/NS/NWP #20 retired 1920 scrapped 1924[64][65] |
| 85 | Baldwin Locomotive Works | 4-4-0 | 1884 | 7249 | ex-South Pacific Coast Railroad #14 wrecked[66][67] |
| 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[68] |
| 87 | Baldwin Locomotive Works | 4-4-0 | 1880 | 4960 | ex-South Pacific Coast Railroad #10 then NWP #10>#87 scrapped 1917[69][70] |
| 90 | Brooks Locomotive Works | 4-4-0 | 1891 | 1886 | ex-NPC/NS/NWP #15 operated last narrow-gauge NWP train in 1930 scrapped 1935[71][72] |
| 91 | Brooks Locomotive Works | 4-4-0 | 1894 | 2421 | ex-NPC/NS/NWP #16 scrapped 1935[73][74] |
| 92 | Brooks Locomotive Works | 4-4-0 | 1891 | 1885 | ex-NPC/NS/NWP #14 retired 1926 scrapped 1935[64][75] |
| 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[76][77] |
| 95 | Brooks Locomotive Works | 4-6-0 | 1899 | 3418 | ex-NPC/NS/NWP #18 then NWP #145>#95 retired 1929 scrapped 1935[78][79] |
| 195 | Baldwin Locomotive Works | 2-6-0 | 1883 | 6611 | ex-NPC/NS/NWP #13 scrapped 1912[80] |
| 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[69] |
| 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[81] |
See also
Footnotes
- ^ Borden 1963 p.9
- ^ Borden 1963 p.12
- ^ Borden 1963 pp.10-15
- ^ Dickinson (1974) p.114
- ^ 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
- ^ a b Stindt 1974 p.44
- ^ Stindt 1974 pp.53 & 72
- ^ a b Stindt 1974 p.72
- ^ a b Stindt 1974 p.53
- ^ a b 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
- ^ a b 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
- ^ a b 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
- ^ a b Dickinson (1974) p.129
- ^ Stindt (1974) p.16
- ^ Dickinson (1974) p.120
- ^ Stindt (1974) p.34
- ^ Dickinson (1974) pp.123 & 135
- ^ a b 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
References
- 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.
{{cite book}}: Check|isbn=value: length (help) - 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.
{{cite book}}:|edition=has extra text (help) - Kalmbach Publishing, ed. (2000). The historical guide to North American railroads (2nd Edition ed.). Waukesha, Wisconsin: Kalmbach Publishing. ISBN 0-89024-356-5.
{{cite book}}:|edition=has extra text (help) - 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.
{{cite book}}: CS1 maint: multiple names: authors list (link) - 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.
{{cite book}}:|edition=has extra text (help) - 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.
{{cite book}}: CS1 maint: multiple names: authors list (link)
External links
- North Coast Railroad Authority Current owner of the "new" Northwestern Pacific
- Northwestern Pacific Railroad Historical Society A non-profit Californa 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
- California railroads
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- Narrow gauge railroads in the United States
- Predecessors of the Southern Pacific Transportation Company
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- History of the San Francisco Bay Area
- Transportation in Humboldt County, California
- Transportation in Mendocino County, California
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