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Northwestern Pacific Railroad

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. An additional portion of the line runs 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 with freight and SMART commuter trains.

Northwestern Pacific Railroad
NWPRR 1922 near Petaluma, California.jpg
NWP #1922 running freight near Petaluma, California; October 21, 2011
Reporting mark NWP
Locale California's North Coast from Marin County to Eureka
Dates of operation 1907 (1907)–1998 (1998)
Successor Southern Pacific Transportation Company
Eureka Southern Railroad
Track gauge 4 ft 8 12 in (1,435 mm) standard gauge
Previous gauge 80 miles (130 km) of system originally 3 ft (914 mm)
Length 271 miles (436 km)
Headquarters Schellville, California - Operational
Palo Alto, California - Administrative
Website North Coast Railroad Authority
Northwestern Pacific Railroad

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 commuter railroad. The Schellville–Ignacio and Healdsburg–Eureka portions are owned by the North Coast Railroad Authority. Private contractor NWPco operates freight service under NCRA lease.

Train at Santa Rosa, California in 1911.
Vegetation encroaches on Swauger Creek trestle near Loleta.

Contents

HistoryEdit

In the late 1800s both the Southern Pacific Railroad ("SP") and the Santa Fe Railroad had great interests in building lines north from San Francisco to Humboldt County to transport logs south. Both railroads planned to build a line north, the Atchison, Topeka and Santa Fe Railway ("AT&SF") starting with a boat connection in present-day Larkspur, California, and the Southern Pacific, starting at its interchange in American Canyon, north through Marin, Sonoma, Mendocino and Humboldt counties to finally terminate in Eureka, California. As plans went forward it became clear that only one railroad would be profitable in the Eel River Canyon, so the Southern Pacific and Santa Fe entered into a joint agreement, and in 1906 merged 42 railroad companies between Marin and Humboldt Bay to create one railroad line stretching from Schellville, California to Eureka. Construction was finally completed through the unstable Eel River canyon in October 1914 when a "golden spike" ceremony and celebration was held to mark the accomplishment. The Southern Pacific Railroad controlled the southern end of the line from Willits 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, which was controlled by SP.

The railroad service became popular; a 1911 daily NWP timetable 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.

The SP eraEdit

Revenue freight traffic, in millions of net ton-miles (P&SR not incl)
Year Traffic
1925 150
1944 348
1960 604
1970 421
Source: ICC annual reports

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 a crawl because of the Great Depression. With the onset of World War II, freight shipments rose while passenger service stayed roughly the same. 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 post-war housing boom.

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.[1] During March 1958, with the exception of the tri-weekly Willits-Eureka Budd Rail Diesel Car passenger service, all mainline passenger service was discontinued. The "Budd car" made its last run in 1969.

Freight traffic remained high until the 1970s. An example of a 1970s work day on the NWP might look something like the following: During the final decade of Southern Pacific operation, carloads of lumber left Eureka each morning pulled by six EMD SD9 locomotives called "Cadillacs" by their crews. The train might pick up a refrigerator car of butter from Fernbridge and more lumber cars from Fortuna and Scotia before making a meal stop for its crew at the Fort Seward depot. More lumber cars might be added at Alderpoint during the long, gentle climb up the Eel River canyon. A second crew took over at Willits, where more cars from the California Western typically swelled the train to approximately one hundred cars. Five miles of 2.25 percent grade from Willits to Ridge originally required helpers, but six "Cadillacs" typically moved the train from Willits to Ridge in two sections during later years. The remaining trip down the Russian River to Schellville included a meal stop for the crew at Geyserville.[2]

Many Humboldt County mills began shipping lumber in trucks when a fire in the Island Mountain tunnel closed the line north of Willits in 1978, and only half of that traffic returned to the rails when the line reopened in 1979.[2] Remaining traffic revenues were insufficient for track maintenance through the Eel River Canyon, at that time the most expensive stretch of rail line in the United States.[3] 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 since 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.

1964 Flood of Eel RiverEdit

The catastrophic Christmas flood of 1964 destroyed large portions of the railroad in Northern California, and permanently changed the topography of the area, making a rebuild unlikely in certain segments.

Sales and shortline developmentEdit

In 1984, the SP sold the north end from Willits to Eureka to Bryan Whipple, who ran it as the Eureka Southern Railroad. Under the reporting marks EUKA, the Eureka Southern operated revamped tourist train service as well as promising reliable freight traffic, the line was bankrupt within several years after hardships with the Eel River Canyon. 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 operated it as their "North Coast Railroad" until 1995 when severe flooding of the Eel River led to an almost total washout. As a result, the north end of the NWP has not been in active service since 1995.

Beginning in the late 1980s, the Golden Gate Bridge, Highway and Transportation District began to purchase sections of the NWP's south end from the Southern Pacific Railroad. 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 operational control was merged on April 30, 1996 with the NCRA.

In 1996, the California Northern Railroad lease was terminated, and the NCRA took over operations of the line between Schellville and Willits. Using "Black Widow" EMD GP9 and SD9 locomotives, the "new" NWP ran from 1996 until 1998 and ran both freight service and occasional passenger excursion service from Santa Rosa and Healdsburg to Willits. Despite the new operations, the line was plagued by a series of harsh El Nino storms, and operational and financial mismanagement. Unsafe operating conditions, including washouts and bridge instability made even slow track speeds dangerous, and caused derailments on many occasions. In 1998, after financial problems caused a default on equipment loans, six Black Widows were returned to their lessor Omni-trax, and former Southern Pacific SD9s, leased from BUGX, and former North Coast Railroad GP9s, owned by the NCRA, were pressed into service, as well as sets of maintenance of way equipment. Much of this equipment remained in storage at the Willits and Schellville yards, with the first set being returned to BUGX in December 2016.

In 2001, after a brief rebuild and using three leased locomotives, the NWP resumed service between Schellville and Cotati, but was shut down after only a month of operation under the first and only Emergency Order issued by the Federal Railroad Administration. In 2011, after a brief rebuilding process, the NWP was reopened between Schellville and Windsor, California. Sonoma-Marin Area Rail Transit commuter train construction began shortly after.

North Coast Railroad AuthorityEdit

 
Derailed box cars remain adjacent to Outlet Creek at milepost 152 near Longvale.

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.[4]

On May 31, 2006, NCRA announced that it had selected a new operator for the revamped freight 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.[5] 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.[citation needed] With Marin and Sonoma counties' Measure Q passing in 2008, the new SMART Rail began construction, with regular passenger trains beginning in late Spring 2017 between Sonoma County Airport and San Rafael, with bus connections to the Larkspur ferry landing and city of Cloverdale. Work forces began tie and ballast reconstruction from Schellville to Windsor in 2009.

Line reconstruction work began in early 2009, including electrical work and ballast and tie work. The NCRA and Northwestern Pacific Railroad had 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. Reballasting and replacement of bad ties between Schellville and Windsor was completed by October 2009, with Federal Railroad Authority (FRA) inspections 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 shares trackage. This ruling was reversed in November 2010, with a joint-operating agreement following shortly after.

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 out of Windsor and Schellville. Occasional construction trains for SMART have also been an integral part of NWP carloads. At Napa, the railroad exchanges freight carloads with the California Northern Railroad in American Canyon.

The new NWP (2009–present)Edit

Beginning as early as 2009, the NCRA began to rebuild and repair the NWP between Schellville and Windsor. Among the challenges faced in the attempt to reopen freight service including a lawsuit with the City of Novato, as well as operational concerns between the NCRA and SMART. In early 2010, it was announced that NWPco had won the bid for contract service, and in July 2011 the first freight train delivered grain to Petaluma. Trains today on the NWP run from the Lombard interchange with the California Northern Railroad, up to Windsor. Currently, grain and lumber transloads make up the bulk commodity of NWP shipments, however, occasional maintenance of way work for SMART and car storage in Schellville are also common.

Plans for the future of NWP freight are hazy, as plans and rumors about reconstruction of the line north have been spread for years. While SMART will eventually extend commuter service to Cloverdale, NCRA and NWPco have both publicly announced plans to open the line to the Skunk Train connection and major yard facility in Willits, although no timeline has been established. Both agencies plans are dependent on state and federal grants, and the success of the SMART train.[6] There are no established plans to reopen the Eel River Canyon segment, however, multiple tourist companies have expressed interested in possibly opening an excursion and dinner train that would traverse Humboldt and Arcata bays, but have been faced by many legal hurdles and financial issues.[citation needed]

Predecessor linesEdit

Northwestern Pacific Railroad
Overview
Status

Operational:
Schellville–Windsor (Freight)
Testing:

San Rafael–Mark West (Passenger)
Termini Schellville
Samoa
Operation
Owner North Coast Rail Authority
Operator(s) NWPco
Character freight and commuter railroad
Depot(s)

Freight: Schellville

Passenger: Mark West
Events
ca. 1980 closed to all traffic
1989 North Coast Rail Authority established
January 2001 reopened between Willits and Novato
Technical
Line length 462.6 km (287.4 mi)
Track gauge 4 ft 8 12 in (1,435 mm)
map_name
Northwestern Pacific Railroad
main line
     
462.6 Samoa
     
461.1   SR 255
     
455.8 Mad River Slough
     
449.8 Arcata
   
  SR 255
   
447.4 Gannon
   
444.6 Bracut
   
441.8 Brainard
     
438.8 Freshwater Slough
   
438.0   SR 255
   
436.4 Eureka
     
430.4 Elk River
   
426.3 South Bay
   
424.0   US 101
     
418.9 Salmon Creek
 
416.8 Tunnel 40
 
415.4 Loleta
     
414.9
Swauger Creek &
Eel River Dr
   
  SR 211
   
411.7 Fernbridge
   
408.4   US 101
   
407.6 Fortuna
     
405.7 Strong's Creek
   
405.0 Rohnerville
     
402.1 Alton
   
  SR 36
     
400.6 Van Duzen River
   
396.2 Stone
     
393.0 Nanning Creek
   
391.7   US 101
     
391.6 Yoder
   
391.5 Wildwood Avenue
   
390.8 Scotia
   
387.9 Glynn
   
385.6   US 101
     
384.2 Stitz Creek
   
376.8 Tunnel 39
     
376.3 Panther Creek
     
375.7 Shively Creek
   
374.8 Shively
   
371.8 Tunnel 38
     
369.0 Larabee Creek
   
368.5 Larabee
     
365.1 Weber Creek
     
361.8 Eel River
     
361.5 South Fork
   
359.8 Dyerville Loop Road
   
356.2 Tunnel 37
     
350.2 Sonoma Creek
   
347.9 Tunnel 36
   
346.6 Tunnel 35
   
345.0 Tunnel 34
   
342.0 Eel Rock
     
336.6 Brock Creek
   
328.4 Fort Seward
   
321.8 Tunnel 31
     
320.5 Fort Seward Creek
   
317.1 Tunnel 30
   
316.2 Alderpoint
   
315.4 Zenia Road
     
312.2 Eel River
   
303.3 Tunnel 29
   
302.3 Kekawaka
     
301.8 Kekawaka Creek
   
301.5 Tunnel 28
     
300.5 Queatchumpah Creek
   
294.9 Quarry Spur
   
294.0 Tunnel 27
     
293.3 Eel River
   
293.0 Island Mountain
   
282.8 Tunnel 24
     
277.8 Bell Springs Creek
   
276.7 Bell Springs
   
274.8 Tunnel 23
     
274.4 Blue Rock Creek
   
269.8 Spy Rock
   
268.5 Tunnel 22
     
266.8 Shell Rock Creek
   
263.4 Tunnel 21
   
262.6 Nashmead
   
262.3 Tunnel 20
     
256.2 Woodman Creek
   
256.1 Tunnel 18
   
255.6 Woodman
   
252.8 Tunnel 17
     
249.6 Berger Creek
   
249.0 Tunnel 16
   
248.2 Dos Rios
   
243.6 Tunnel 15
   
239.3 Tunnel 14
     
237.2 Outlet Creek
   
234.8 Farley
     
233.5 Outlet Creek
     
233.3 Outlet Creek
     
231.6 Outlet Creek
   
231.4 Tunnel 13
   
225.8 Longvale
   
  SR 162
     
225.1 Outlet Creek
     
223.6 Outlet Creek
   
222.8   US 101
   
221.8 Tunnel 12
     
220.6 Outlet Creek
     
218.9 Outlet Creek
     
218.2 Outlet Creek
     
217.4 Outlet Creek
     
214.9 Outlet Creek
   
214.7 Tunnel 11
     
210.7 Outlet Creek
     
207.8 Little Lake
 
205.0 Willits
   
 
Skunk Train
to Ft. Bragg
 
  SR 20
 
200.5   US 101
 
194.9   US 101
 
191.9 Ridge
 
180.2 Laughlin
     
177.5 Russian River
   
177.2 Redwood Valley
   
174.6   SR 20
     
174.6 Russian River
   
173.8 Calpella
   
169.0 Norlake
     
167.4 Ackerman Creek
   
167.1 Presswood
   
166.1   US 101
   
164.2 Ukiah
   
160.5   US 101
     
158.4 Robinson Creek
   
142.0 Hopland
   
  SR 175
     
141.4 Feliz Creek
   
139.6   US 101
   
133.6 Tunnel 9
   
132.2 Tunnel 8 Squaw Rock
     
128.4 Commiskey Creek
   
124.4 Tunnel 7
   
122.6 Tunnel 6
   
121.0   US 101
   
118.8 Tunnel 5
   
118.1 Cloverdale Depot
   
111.9 Asti
   
105.0 Omus
   
103.1 Geyserville
   
96.8 Lytton
   
90.6 Healdsburg
     
90.0 Russian River
 
89.3 Bailhache
 
88.3   US 101
 
88.0 Grant
 
85.8 Old Redwood Highway
 
line inactive
service area
 
82.4 Windsor
 
79.3 Shiloh
 
Sonoma County Airport  
   
SMART
Rail Operations Center
     
77.0 Mark West Creek
   
Guerneville Branch
 
75.4 Fulton
 
Santa Rosa –
Guerneville Road
 
 
67.9 Santa Rosa  
     
67.5 Santa Rosa Creek
 
67.3   SR 12
 
 
 
Sebastopol Branch
P&SR Interurban
 
62.9 Todd Rd
 
59.7   US 101
 
Rohnert Park  
 
55.6 Cotati  
 
47.4 Crown
 
Petaluma–North  
 
45.7    US 101 / SR 116
     
45.4 Petaluma River
   
44.5 Park Siding
     
44.0 Petaluma River
   
43.4 Petaluma  
   
41.9   US 101
     
41.3 Petaluma River
   
31.9 Burdell
 
  US 101
 
Novato –
San Marin/Atherton
 
 
26.3 Novato  
     
24.2 Novato Creek
 
 
 
 
23.1 Ignacio
     
 
SMART
to San Rafael Transit Center
   
22.9   SR 37
     
22.0 Novato Creek
     
18.1 Petaluma River
 
17.9 Black Point
 
  SR 37
     
3.6 Sonoma Creek
 
  SR 12
 
0 Schellville
 
 
 
 
CFNR
 
 
to Sonoma

RouteEdit

NWP mileposts conform to Southern Pacific Railroad convention of distance from San Francisco:[11]

RosterEdit

Steam locomotivesEdit

Number Builder Type Date Works number Notes
1 Baldwin Locomotive Works 4-4-0 1884 7400 ex-Eel River and Eureka Railroad #2 then San Francisco and Northwestern Railway #2 retired in 1916
2 Baldwin Locomotive Works 4-4-0 1883 7013 ex-Eel River and Eureka Railroad #1 then San Francisco and Northwestern Railway #1 retired in 1920
3 Baldwin Locomotive Works 4-4-0 1887 8947 ex-Los Angeles County Railroad #3 then Eureka and Klamath River Railroad #6 then Oregon and Eureka Railroad #6 retired in 1923
4 Norris Locomotive Works 4-4-0 1862 1009 ex-San Francisco and San Jose Railroad #2 then San Francisco and North Pacific Railroad #1 retired 1920
5 Booth 4-4-0 1873 17 ex-San Francisco and North Pacific Railroad #5 scrapped 1911
6 Booth 4-4-0 1870 14 ex-San Francisco and North Pacific Railroad #2 destroyed by boiler explosion 1915[12]
7 Booth 4-4-0 1870 15 ex-San Francisco and North Pacific Railroad #3 retired 1920
8 Baldwin Locomotive Works 4-4-0 1881 5485 ex-San Francisco and North Pacific Railroad #8 retired 1925
9 Grant Locomotive Works 4-4-0 1883 1664 ex-San Francisco and North Pacific Railroad #9 reboilered 1917 retired 1938[13]
10 Grant Locomotive Works 4-4-0 1883 1665 ex-San Francisco and North Pacific Railroad #10 reboilered 1917 scrapped 1937[14]
11 Grant Locomotive Works 4-4-0 1878 ex-San Francisco and North Pacific Railroad #6 scrapped 1912
12 Grant Locomotive Works 4-4-0 1878 ex-San Francisco and North Pacific Railroad #7 retired 1926[15]
13 Baldwin Locomotive Works 4-4-0 1875 3831 ex-Santa Fe Railroad #07 then San Francisco and Northwestern Railway retired 1929
14 Grant Locomotive Works 4-4-0 1888 ex-San Francisco and North Pacific Railroad #14 reboilered 1915 retired 1926[14]
15 Baldwin Locomotive Works 4-4-0 1878 4416 ex-New Mexico and Southern Pacific Railroad #203>#503 then Santa Fe Railroad #103>#049 then San Francisco and Northwestern Railway #7 scrapped 1930
16 Pennsylvania Railroad 4-4-0 1886 1031 ex-Pennsylvania Railroad #452 then Chicago, St. Louis and Pittsburgh Railroad #452 then Pittsburgh, Cincinnati, Chicago and St. Louis Railroad #8298>#298>#343 then Pacific Lumber Company #3 then Eel River and Eureka Railroad#4 then San Francisco and Northwestern Railway #4 retired 1930
17 Rogers Locomotive Works 4-4-0 1889 4155 ex-San Francisco and North Pacific Railroad #17 scrapped 1935[16][17]
18 Rogers Locomotive Works 4-4-0 1889 4154 ex-San Francisco and North Pacific Railroad #16 wrecked 1910[18]
19 Rogers Locomotive Works 4-4-0 1884 3305 ex-San Francisco and North Pacific Railroad #12 reboilered 1917 scrapped 1937[19]
20 Rogers Locomotive Works 4-4-0 1884 3306 ex-San Francisco and North Pacific Railroad #13 reboilered ~1916 retired ~1932[20]
21 Baldwin Locomotive Works 4-4-0 1904 24035 ex-San Francisco and North Pacific Railroad #24 scrapped 1937[21]
22-23 American Locomotive Company 4-4-0 1908 44959-44960 scrapped 1938[22] and 1949[23][24]
51-54 American Locomotive Company 4-4-0 1914 54580-54583 scrapped 1938
99 E. Jardine 0-4-0T 1887 purchased by San Francisco and North Pacific Railroad 1898 sold 1910 North Bend Lumber Company[12]
101 Rogers Locomotive Works 4-6-0 1889 4212 ex-San Francisco and North Pacific Railroad #18 scrapped 1928
102 Grant Locomotive Works 4-6-0 1888 ex-San Francisco and North Pacific Railroad #15 retired 1929
103 Richmond Locomotive Works 4-6-0 1901 3304 ex-San Francisco and North Pacific Railroad #20 scrapped 1935
104 Richmond Locomotive Works 4-6-0 1901 3303 ex-California Northwestern Railway #31 scrapped 1936
105 American Locomotive Company 4-6-0 1902 25620 ex-San Francisco and North Pacific Railroad #21 scrapped 1934
106 American Locomotive Company 4-6-0 1902 25621 ex-California Northwestern Railway #32 then San Francisco and North Pacific Railroad #25 scrapped 1934
107-108 Baldwin Locomotive Works 4-6-0 1904 23933 & 23951 ex-San Francisco and North Pacific Railroad #22-23 scrapped 1937 & 1948[25][26]
109 Baldwin Locomotive Works 4-6-0 1900 18179 ex-California Northwestern Railroad #30 scrapped 1948[27]
110 Baldwin Locomotive Works 4-6-0 1900 17759 ex-San Francisco and North Pacific Railroad #19 scrapped 1937
111-114 American Locomotive Company 4-6-0 1908 44955-44958 #112 preserved California State Railroad Museum[28][17]
#114 wrecked 1946[29][26] #111 & 113 scrapped 1949 and 1947[15]
130-133 American Locomotive Company 4-6-0 1910 49089-49092 scrapped 1938
134-135 American Locomotive Company 4-6-0 1912 51536-51537 scrapped 1940
136-141 American Locomotive Company 4-6-0 1914 54578-54579 & 54975-54978 scrapped 1940-57[30]
142-143 Baldwin Locomotive Works 4-6-0 1922 55356 & 55473 scrapped 1953
170-172 Baldwin Locomotive Works 4-6-0 1907 30105-30106 & 31094 ex-Las Vegas and Tonopah Railroad # 4, # 5 & # 8 purchased 1918 scrapped 1946-1950[31]
178 Baldwin Locomotive Works 4-6-0 1906 29726 ex-Bullfrog Goldfield #13 > #11 purchased 1917 scrapped 1954[32]
179 American Locomotive Company 4-6-0 1907 44753 ex-Las Vegas and Tonopah Railroad #12 purchased 1917 scrapped 1952
180-181 American Locomotive Company 4-6-0 1914 54979-54980 renumbered from #160-161 1918 scrapped 1952-1955
182-184 Baldwin Locomotive Works 4-6-0 1922 55351 & 55470-55471 # 184 destroyed in Scotia Bluffs slide 1953 – others scrapped 1955
201-202 Baldwin Locomotive Works 2-6-2T 1903 22446 & 22474 ex-California Northwestern Railway #33-34 tenders added 1910 scrapped 1930-1937
225 H. K. Porter, Inc 2-4-2T 1887 905 ex-National City and Otay Railroad #5 then Fort Bragg and Southeastern Railroad #1 scrapped 1937
226 Hinkley Locomotive Works 0-6-0 1880 ex-Santa Fe Railroad #122>#2232 then Fort Bragg and Southeastern Railroad #2 scrapped 1910
227-228 American Locomotive Company 0-6-0 1910 48037-48038 scrapped 1948-1949
229-231 American Locomotive Company 0-6-0 1914 54981-54983 scrapped 1948-1950
251 Lima Locomotive Works Shay locomotive 21 September 1904 909 ex-Northwestern Redwood Company #1 then California Northwestern Railway 2nd #32; leased to Northwestern Redwood Company of Willits, California; leased to Portland, Eugene and Eastern Railroad; sold 1935 to Washington construction firm[33]
255 Heisler Heisler 1912 1254 ex-Jordan River Lumber Company #7 then Horseshoe Lumber Company #7 purchased 1922 sold Shaw Bertram Lumber Company 1924
300 Cooke Locomotive Works 2-6-0 1901 2624 ex-Southern Pacific Railroad #2140>#1714 leased 1929 retired 1934
301 Cooke Locomotive Works 2-6-0 1901 2626 ex-Southern Pacific Railroad #2142>#1716 leased 1929 retired 1934
351 Baldwin Locomotive Works 2-6-0 1887 8776 ex-Eel River and Eureka Railroad #3 then San Francisco and Northwestern Railway #3 renumbered from #151 1914 scrapped 1916
352 Baldwin Locomotive Works 2-6-0 1886 8092 ex-Gulf, Colorado and Santa Fe Railroad #65>#314 then Santa Fe Railroad #0179 then San Francisco and Northwestern Railway #5 renumbered from #152 1914 scrapped 1929
353-354 American Locomotive Company 2-6-0 1908 45284-45285 renumbered from #153-154 1914 scrapped 1935

Diesel locomotives 1996–1998Edit

Number Builder Type Date Builder's # Frame # Notes
70 EMD GP7 5/1953 18418 5250-10 Ex NCRR 70; ex EUKA 70; ex CCT 70; née RDG 618. Formerly stored in Eureka, CA. Scrapped in 2015.
2872 EMD GP9E 4/1959 25136 5595-37 Ex NCRR 2872; ex SP 2872; ex SP 3847; ex SP 3699; née SP 5836. Stored out of service in Eureka, CA.
3190 EMD GP9E 4/1955 19980 5369-4 Ex NCRR 3190; ex SP 3190; ex SP 3007; née SP 5625. Stored out of service in Eureka, CA.
3779 EMD GP9E 3/1957 22922 5516-11 Ex NCRR 3779; ex SP 3779; ex SP 3581; née SP 5740. Stored out of service in Eureka, CA.
3786 EMD GP9E 3/1957 22945 5516-34 Ex NCRR 3786; ex SP 3786; ex SP 3604; née SP 5763. Stored out of service in Willits, CA.
3804 EMD GP9E 3/1957 22943 5516-32 Ex NCRR 3804; ex SP 3804; ex SP 3602; née SP 5761; to BUGX 3804. Formerly stored in Willits, Petaluma, and Schellville, CA. Sent to lessor in 2016.
3825 EMD GP9 4/1959 25133 5595-34 Ex SP 3825; ex SP 3696; née SP 5833; to OMLX 3825 (1996?). Scrapped in 2004 in Loveland, CO.
3840 EMD GP9E 2/1959 25146 5596-2 Ex SP 3840; ex SP 3654; née TNO 450; to OMLX 3840 (1996?); to RailServe (Prentiss, AB) 3840 (2000)
3844 EMD GP9 4/1959 25137 5595-38 Ex SP 3844; ex SP 3700; née SP 5837. Wrecked in 1997. Stored out of service in Willits, CA.
3850 EMD GP9 3/1959 25116 5595-17 Ex SP 3850; ex SP 3679; née SP 5816. Wrecked in 1997. Stored out of service in Willits, CA.
3857 EMD GP9E 4/1959 25139 5595-40 Ex NCRR 3857; ex SP 3857; ex SP 3702; née SP 5839. Stored out of service in Eureka, CA.
4324 EMD SD9 4/1954 19441 5322-13 Ex SP 4324; ex SP 3813; née SP 5352; to OMLX 4324 (1996?); to CRGX 100
4327 EMD SD9 1/1955 20229 5381-7 Ex SP 4327; ex SP 3856; née SP 5378; to OMLX 4327 (1996?); to GWR 4327 (still in NWP Paint as of 1FEB14)
4423 EMD SD9 3/1956 21297 5435-9 Ex SP 4423; ex SP 3946; née SP 5472; to OMLX 4423 (1996?); to NICX 5472
5305 EMD SD9 7/1957 22808 5507-1 Née DRGW 5305; to OMLX 5305 (1996?); to CRRX 5305. Low short hood. Scrapped early October 2012.
6595 EMD GP35 6/1964 29569 5669-19 OMLX 6595; ex SP 6595; née SP 7483; to OMLX 6595 (1996); to HBRY 2502 (1997); to OMLX 2256
6600 EMD GP35 12/1964 29705 7756-4 OMLX 6600; ex SP 6600; née SP 7703; to OMLX 6600 (1996); to HBRY 2503 (1997)

Diesel locomotives 2001Edit

Number Builder Type Date Builder's # Frame # Notes
NWPY 171 EMD SW1500 1969 34973 4557-2 LLPX 171; née AN 713
EMDX 6412 EMD SD40 1/1971 37004 7290-39 Ex CR 6278; née PC 6278; to CFNR 4097; to KYLE 4097
EMDX 6413 EMD SD40 1/1971 37009 7290-44 Ex CR 6283; née PC 6283; to CFNR 4098; to KYLE 4098

Diesel locomotives post 2006Edit

Number Builder Type Date Builder's # Frame # Notes
1322 EMD GP7u 1/1952 15799 5110-2 BUGX 1322; ex BNSF 1322; née ATSF 2109. Painted in Santa Fe Yellowbonnet scheme. Returned to BUGX summer 2016
1501 EMD MP15DC 12/1974 73625-5 [1] Ex GMTX 212; ex UPY 1293; née SP 2694. Unit bought 4/2016. In Service out of Schellville. Painted in SP Bloody Nose colors.
1922 EMD GP9 8/1957 22740 5505-21 [2] Ex BUGX 337; Ex BNSF 1628; ex BN 1922; née NP 337. Leased from BUGX. In Service out of Schellville. Painted in SP Bloody Nose colors.
2009 Railpower RP20BD 12/2007 19234 5321-B29 Originally leased from RJ Corman, later purchased. In Service out of Schellville. Built as UP GP9B #158B in 2/1954.
5076 EMD GP38-2 10/1973 72745-18 Ex NS 5076; née SOU 5076. Unit bought 8/18/2016.[34] In Service out of Schellville. Painted in Norfolk Southern Catfish scheme.
TCRY 007 Baldwin/EMD VO-1000m 1/1944 70126 Unit bought 2/2013. Built as SLSF VO-1000 #215. Repowered with an EMD 567 in 1957.

Narrow-gauge lineEdit

 
Mesa Grande station was served by dual-gauge track.

The NWP 3 ft (914 mm) narrow-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 4 ft 8 12 in (1,435 mm) 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.[35] The route of the narrow-gauge line from Fulton to Duncan Mills became a popular back road connecting all the towns from the coast to the central county.

RouteEdit

Mileposts conform to Southern Pacific Railroad convention of distance from San Francisco.[36]

LocomotivesEdit

Number Builder Type Date Works number Notes[65][66]
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[67]
84 NPC Sausalito Shop 4-4-0 1900 1 ex-NPC/NS/NWP #20 retired 1920 scrapped 1924[68][69]
85 Baldwin Locomotive Works 4-4-0 1884 7249 ex-South Pacific Coast Railroad #14 wrecked[70][71]
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[72]
87 Baldwin Locomotive Works 4-4-0 1880 4960 ex-South Pacific Coast Railroad #10 then NWP #10>#87 scrapped 1917[73][74]
90 Brooks Locomotive Works 4-4-0 1891 1886 ex-NPC/NS/NWP #15 operated last narrow gauge NWP train in 1930 scrapped 1935[75][76]
91 Brooks Locomotive Works 4-4-0 1894 2421 ex-NPC/NS/NWP #16 scrapped 1935[77][78]
92 Brooks Locomotive Works 4-4-0 1891 1885 ex-NPC/NS/NWP #14 retired 1926 scrapped 1935[79][69]
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[80][81]
95 Brooks Locomotive Works 4-6-0 1899 3418 ex-NPC/NS/NWP #18 then NWP #145>#95 retired 1929 scrapped 1935[82][83]
195 Baldwin Locomotive Works 2-6-0 1883 6611 ex-NPC/NS/NWP #13 scrapped 1912[84]
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[74]
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[85]

Railroad in filmEdit

The Northwestern Pacific Railroad has been featured in several films, thanks to the historical and natural backgrounds offered by the route.

One of the most notable is in 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.

The NWP trestle at Greenbrae, Marin County, (MP 14.61) was featured in the 1971 film Dirty Harry. Clint Eastwood made a famous jump from the trestle onto a school bus loaded with kidnapped children passing underneath.

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 6051, loaned from the California State Railroad Museum.

In the 2003 film Cheaper by the Dozen, the Santa Rosa Railroad Square and depot area were used as backdrops.

The film "Bloodloss" or "Day of Vengeance" utilized the tracks for a filming location just south of Dos Rios in the summer of 2008.

See alsoEdit

FootnotesEdit

  1. ^ Stindt (1978), p. 57.
  2. ^ a b Fox (1983), p. 7, 8, 35, 40 & 43.
  3. ^ Glionna, John M. (April 22, 2001). "Light at the End of the Tunnel for a Struggling Little Railroad". Los Angeles Times. Retrieved October 8, 2011. 
  4. ^ 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. 
  5. ^ North Coast Railroad Authority (2006-05-31). "NCRA Approves Operator Contract". Retrieved 2009-12-12. 
  6. ^ Martin, Nicole and Sobelman, Donald (11/20/2014) "Federal Preemption May Be The Key For Calif. Railroads" Barg Coffin Lewis & Trapp, LLP
  7. ^ Borden (1963), p. 9.
  8. ^ Borden (1963), p. 12.
  9. ^ Borden (1963), p. 10–15.
  10. ^ Codoni & Trimble (2006).
  11. ^ Gale, V.J. and Valles, R.C.(Roadmasters) (1978). (untitled maintenance-of-way charts). Southern Pacific Railroad. 
  12. ^ a b Stindt (1974), p. 44.
  13. ^ Stindt (1974), p. 53 & 72.
  14. ^ a b Stindt (1974), p. 72.
  15. ^ a b Stindt (1974), p. 53.
  16. ^ Stindt (1974), p. 72-73.
  17. ^ a b Stindt (1985), p. 33.
  18. ^ Stindt (1974), p. 48.
  19. ^ Stindt (1974), p. 52.
  20. ^ Stindt (1974), p. 58 & 72.
  21. ^ Stindt (1974), p. 71.
  22. ^ Stindt (1974), p. 70–71.
  23. ^ Stindt (1974), p. 41 & 71.
  24. ^ Stindt (1985), p. 28.
  25. ^ Stindt (1974), p. 69.
  26. ^ a b Stindt (1985), p. 37.
  27. ^ Stindt (1985), p. 35.
  28. ^ Stindt (1974), p. 73.
  29. ^ Stindt (1974), p. 52 & 59.
  30. ^ Stindt (1985), p. 36–37.
  31. ^ Stindt (1985), p. 34.
  32. ^ Stindt (1985), p. 33–35.
  33. ^ Koch (1971), p. 412.
  34. ^ http://www.nsdash9.com/NSauction082016.html
  35. ^ Stindt (1974), p. 11, 13, 19, 26, 28 & 30.
  36. ^ Stindt (1978), p. 88–89.
  37. ^ Stindt (1974), p. 8.
  38. ^ Dickinson (1974), p. 32–33, 45, 50, 69, 76, 99, 125 & 154.
  39. ^ Dickinson (1974), p. 78.
  40. ^ Dickinson (1974), p. 48, 79 & 153.
  41. ^ Dickinson & 1974 (113).
  42. ^ Stindt (1974), p. 22.
  43. ^ Dickinson (1974), p. 62 & 113.
  44. ^ Dickinson (1974), p. 150.
  45. ^ Dickinson (1974), p. 34.
  46. ^ Dickinson (1974), p. 31.
  47. ^ a b Stindt (1974), p. 17.
  48. ^ Dickinson (1974), p. 147.
  49. ^ Dickinson (1974), p. 40 & 149.
  50. ^ Stindt (1974), p. 14.
  51. ^ Dickinson (1974), p. 5, 36 & 96.
  52. ^ Stindt (1974), p. 16 & 30–31.
  53. ^ Dickinson (1974), p. 40, 64, 93, 116 & 145.
  54. ^ Stindt (1974), p. 39.
  55. ^ Dickinson (1974), p. 66 & 146.
  56. ^ Stindt (1974), p. 1–4, 16, 53, 60 & 62–63.
  57. ^ Dickinson (1974), p. 114.
  58. ^ Stindt (1974), p. 26–27.
  59. ^ Dickinson (1974), p. 36 & 38.
  60. ^ Stindt (1974), p. 14–15, 65 & 69.
  61. ^ Dickinson (1974), p. 84–85, 88–89 & 118.
  62. ^ Stindt (1974), p. 10.
  63. ^ Dickinson (1974), p. 67, 70, 109 & 118.
  64. ^ Koch (1971), p. 422.
  65. ^ Stindt (1974), p. 78.
  66. ^ Dickinson (1974), p. 132–133.
  67. ^ Dickinson (1974), p. 134.
  68. ^ Stindt (1974), p. 16.
  69. ^ a b Dickinson (1974), p. 129.
  70. ^ Stindt (1974), p. 34.
  71. ^ Dickinson (1974), p. 120.
  72. ^ Dickinson (1974), p. 123 & 135.
  73. ^ Stindt (1974), p. 25 & 33.
  74. ^ a b Dickinson (1974), p. 135.
  75. ^ Stindt (1974), p. 10, 16, 25, 35 & 39.
  76. ^ Dickinson (1974), p. 124.
  77. ^ Dickinson (1974), p. 6 & 135.
  78. ^ Stindt (1974), p. 9, 16, 18, 29 & 34.
  79. ^ Stindt (1974), p. 3, 16 & 29.
  80. ^ Dickinson (1974), p. 123.
  81. ^ Stindt (1974), p. 25, 29 & 35.
  82. ^ Stindt (1974), p. 3, 24, 32 & 35.
  83. ^ Dickinson (1974), p. 125, 129 & 136.
  84. ^ Dickinson (1974), p. 136.
  85. ^ Stindt (1974), p. 33.

ReferencesEdit

Further readingEdit

  • Carranco, Lynwood (1982). Redwood Lumber Industry. San Marino, California: Golden West Books. ISBN 0-87095-084-3. 
  • Drury, George H. (2000). The Historical Guide to North American Railroads. Kalmbach Publishing, Co. ISBN 978-0-89024-356-5. 
  • 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 ed.). Waukesha, Wisconsin: Kalmbach Publishing. ISBN 0-89024-290-9. 
  • Robertson, Donald B. (1998). Encyclopedia of Western Railroad History - Volume IV - California. Caldwell, Idaho: The Caxton Printers. ISBN 0-87004-385-4. 
  • Sievers, Wald & Stindt, Fred A. (1969). N.W.P. Narrow Gauge. The Western Railroader. 

External linksEdit