Northwestern Pacific Railroad | |
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Reporting mark | NWP |
Locale | California's North Coast from Marin County - Eureka |
Dates of operation | c. 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) |
Headquarters | website=www.northcoastrailroad.org |
The Northwestern Pacific Railroad (reporting mark NWP) is a regional railroad serving California's North Coast. The railroad currently runs on 62 miles of the 462 mile main line, stretching from Schellville, California to Eureka, California. The operating stretch is located between the California Northern Railroad interchange at Schellville and southern Windsor.
The NWP mainline is owned by Sonoma-Marin Area Rail Transit, or "SMART", a planned commuter railroad, from the Ignacio wye in Marin County, to the Healdsburg depot. The line between Schellville and Ignacio, and from north Healdsburg to Eureka is owned by the North Coast Railroad Authority.
The NWP's current locomotive roster includes an ex-Burlington Northern GP9, numbered 1922, and a Tier-3 hybrid "Genset" locomotive, numbered 2009 and leased from Railpower Technologies.
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. They two railroads bought and combined around 43 railroads and combined them all to create the Northwestern Pacific. Gauges range from 3 foot to standard, and included a early wooden monorail. 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 to Schellville. The North Coast Railroad Authority was born by government action to save the NWP from abandonment. The NWP was finally sold from the SP in 1995, and the NWP was reborn in 1996, under new control, but was closed by the Federal Railroad Administration in early 2001 when storm damage and money problems led the NWP to become unsafe.
In July 2011, the Federal Railroad Administration emergency order was lifted, allowing freight trains to resume service.
Contents |
Northwestern Pacific Railroad | |
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Technical | |
Line length | 462.6 km |
Track gauge | 1435 mm |
Northwestern Pacific Railroad (Main Line) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Legend
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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, California. 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&ST 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.
During March 1958, all mainline passenger service was discontinued. Freight traffic remained high until the 1970s, when depletion of lumber and strong truck competition competed with the railroad, leading to less carloads.
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.[4] 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 Brian 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 a 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 together 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 by summer 2012, 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.
NWP mileposts conform to Southern Pacific Railroad convention of distance from San Francisco, California:[5]
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.[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 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.
Number | Builder | Type | Date | Works number | Notes[8] |
---|---|---|---|---|---|
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[9] |
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[10] |
10 | Grant Locomotive Works | 4-4-0 | 1883 | 1665 | ex-San Francisco and North Pacific Railroad #10 reboilered 1917 scrapped 1937[11] |
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[12] | |
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[11] | |
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[13][14] |
18 | Rogers Locomotive Works | 4-4-0 | 1889 | 4154 | ex-San Francisco and North Pacific Railroad #16 wrecked 1910[15] |
19 | Rogers Locomotive Works | 4-4-0 | 1884 | 3305 | ex-San Francisco and North Pacific Railroad #12 reboilered 1917 scrapped 1937[16] |
20 | Rogers Locomotive Works | 4-4-0 | 1884 | 3306 | ex-San Francisco and North Pacific Railroad #13 reboilered ~1916 retired ~1932[17] |
21 | Baldwin Locomotive Works | 4-4-0 | 1904 | 24035 | ex-San Francisco and North Pacific Railroad #24 scrapped 1937[18] |
22-23 | American Locomotive Company | 4-4-0 | 1908 | 44959-44960 | scrapped 1938[19] and 1949[20][21] |
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[9] | |
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[22][23] |
109 | Baldwin Locomotive Works | 4-6-0 | 1900 | 18179 | ex-California Northwestern Railroad #30 scrapped 1948[24] |
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[13][25] #114 wrecked 1946[22][26] #111 & 113 scrapped 1949 and 1947[12] |
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[27] |
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[28] |
178 | Baldwin Locomotive Works | 4-6-0 | 1906 | 29726 | ex-Bullfrog Goldfield #13>#11 purchased 1917 scrapped 1954[29] |
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[30] |
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 |
Number | Builder | Type | Date | Works number | Notes |
---|---|---|---|---|---|
1922 | EMD | GP9 | 8/1957 | 22740 5505-21 [1] | Ex-Burlington Northern, to NWP 2011. In Service out of Schellville. ex-NP 337 |
2009 | Railpower | Genset | Unknown | Unknown | Leased RJ Corman; In Service out of Schellville. |
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; Stored out of service (Willits, California) |
3850 | Electro-Motive Diesel | GP9 | 1959 | 25116 ? | ex-SP 3850; ex-SP 3679; nee 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; 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 |
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 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]
Mileposts conform to Southern Pacific Railroad convention of distance from San Francisco[32]
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] |
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