Northwestern Pacific Railroad

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Northwestern Pacific Railroad
NWP #1922 running freight near Petaluma, California; October 21, 2011
Overview
StatusOperational (partial)
OwnerSonoma-Marin Area Rail Transit
Termini
  • Schellville
  • Samoa
WebsiteSMART Freight
Service
SystemNWP
Operator(s)NWPco
Sonoma–Marin Area Rail Transit
Depot(s)Freight: Schellville
Passenger: Mark West
History
Opened1907 (1907)
c. 1980closed to all traffic
1989North Coast Rail Authority established
2011Service begins under NWPRA
Technical
Line length271 mi (436 km)
62 mi (100 km) (operational)
Characterfreight and commuter railroad
Track gauge1,435 mm (4 ft 8+12 in) standard gauge
Map

Main line
000.0
Closed section
000.0
462.6
461.1
455.8
Mad River Slough
449.8
447.4
444.6
Bracut
441.8
438.8
Freshwater Slough
438.0
436.4
430.4
Elk River
426.3
424.0
418.9
Salmon Creek
416.8
Tunnel 40
415.4
414.9
Swauger Creek &
Eel River Drive
411.7
408.4
407.6
405.7
Strong's Creek
405.0
402.1
400.6
396.2
393.0
Nanning Creek
391.7
391.6
391.5
Wildwood Avenue
390.8
387.9
385.6
384.2
Stitz Creek
376.8
Tunnel 39
376.3
Panther Creek
375.7
Shively Creek
374.8
371.8
Tunnel 38
369.0
Larabee Creek
368.5
365.1
Weber Creek
361.8
361.5
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
336.6
Brock Creek
328.4
321.8
Tunnel 31
320.5
Fort Seward Creek
317.1
Tunnel 30
316.2
315.4
Zenia Road
312.2
303.3
Tunnel 29
302.3
301.8
Kekawaka Creek
301.5
Tunnel 28
300.5
Queatchumpah Creek
294.9
294.0
Tunnel 27
293.3
293.0
282.8
Tunnel 24
277.8
Bell Springs Creek
276.7
274.8
Tunnel 23
274.4
Blue Rock Creek
269.8
268.5
Tunnel 22
266.8
Shell Rock Creek
263.4
Tunnel 21
262.6
262.3
Tunnel 20
256.2
Woodman Creek
256.1
Tunnel 18
255.6
252.8
Tunnel 17
249.6
Berger Creek
249.0
Tunnel 16
248.2
243.6
Tunnel 15
239.3
Tunnel 14
237.2
234.8
233.5
233.3
231.6
231.4
Tunnel 13
225.8
225.1
223.6
222.8
221.8
Tunnel 12
220.6
218.9
218.2
217.4
214.9
214.7
Tunnel 11
210.7
207.8
Little Lake
205.0
Willits California Western Railroad
Closed section
200.5
194.9
191.9
180.2
Laughlin
177.5
177.2
174.6
174.6
173.8
169.0
167.4
Ackerman Creek
167.1
Presswood
166.1
164.2
160.5
158.4
Robinson Creek
142.0
141.4
Feliz Creek
139.6
133.6
Tunnel 9
132.2
Tunnel 8 Squaw Rock
128.4
Commiskey Creek
124.4
Tunnel 7
122.6
Tunnel 6
121.0
118.8
Tunnel 5
reroute c. 1990s
Cloverdale (NWP)
118.1
Cloverdale Depot
(planned)
111.9
105.0
103.1
96.8
90.6
Healdsburg
(planned)
90.0
89.3
88.3
88.0
85.8
82.4
Windsor
(planned)
79.3
Sonoma County Airport Charles M. Schulz–Sonoma County Airport
SMART
Rail Operations Center
77.0
75.4
Santa Rosa North
67.9
Santa Rosa
67.5
67.3
P&SR Interurban
Sebastopol Branch
62.9
Todd Road
59.7
Rohnert Park
55.6
Cotati
47.4
Petaluma–North
(planned)
45.7
45.4
44.5
44.0
43.4
Petaluma
41.9
41.3
31.9
Novato San Marin
26.3
Novato
24.2
23.1
22.9
22.0
18.1
17.9
3.6
0

The Northwestern Pacific Railroad is a 271-mile (436 km) mainline railroad from the ferry connections in Sausalito, California north to Eureka with a connection to the national railroad system at Schellville. The railroad has gone through a history of different ownership and operators but has maintained a generic name of reference as The Northwestern Pacific Railroad, despite no longer being officially named that. Currently, only a 62-mile (100 km) stretch of mainline from Larkspur to the Sonoma County Airport in Windsor and east to Schellville on the “south end” is operated by Sonoma–Marin Area Rail Transit (SMART), which operates both commuter and freight trains with plans for future extension north to Cloverdale. The “north end” from Willits to Eureka (which includes connections to the California Western Railroad) is currently out of service, but saved by 2018 legislation to be converted into the Great Redwood Trail.[1][2]

Vegetation encroaches on Swauger Creek trestle near Loleta.

History[edit]

In the late 1800s both the Southern Pacific Railroad (“SP”) and the Atchison, Topeka and Santa Fe Railway (“AT&SF”) had great interests in building lines north from San Francisco to Humboldt County to transport lumber south. The Southern Pacific Railroad controlled the southern end of the line from Willits south to Marin and Schellville, while the AT&SF controlled line south from Eureka through Humboldt County. Both railroads planned to build a line north, the 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 Napa, Sonoma, Mendocino and Humboldt counties to finally terminate in Eureka. As plans went forward it became clear that only one railroad would be profitable serving Mendocino and Humboldt Counties, 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 Sausalito to Eureka.

Prior to completing the line to Eureka, operations over the southern portion of the Northwestern Pacific included daily freight trains between Willits and Santa Rosa with engines 112 and 113, between Santa Rosa and Tiburon with engine 133, between Petaluma and the Guerneville branch to Duncans Mills with engines 153 and 154, between Glen Ellen and Tiburon with engine 102, between Tiburon and Sausalito with engine 109, over the narrow gauge between Occidental and San Anselmo with engine 145, between Willits and Sherwood with engine 202, and engine 251 operating over the logging branches out of Sherwood. Passenger trains ran between Sausalito and Willits with engines 131 and 132, between Sausalito and Ukiah with engines 21 and 22, between Sausalito and Healdsburg with engine 23, between Sausalito and the Guerneville branch to Duncans Mills with engines 17 and 20, between Sausalito and Glen Ellen with engines 14 and 9 or 10, between Sausalito and San Quentin with engine 6 or 7, between Tiburon and San Rafael with engine 4, over the narrow gauge between Sausalito to Cazadero with engine 92, over the narrow gauge between Sausalito and Point Reyes with engine 84, and a mixed freight and passenger train operated on the Sebastopol branch with engine 101. Sunday and holiday passenger trains often required two locomotives and sometimes two or more sections. Independence day traffic required borrowing 25 or 30 Southern Pacific coaches.[3]

Completion of the line between Willits and Eureka was disrupted by the 1906 San Francisco earthquake; plans and right-of-way documents were destroyed in the subsequent fire. Engines 8, 12, 19, 104, 153 and 154 were shipped to Eureka by boat in 1911.[3] After a time-expedient "punt" of the route through the unstable Eel River Canyon, construction was finally completed in October 1914 when a "golden spike" ceremony and celebration was held to mark the accomplishment.

The depot at Asti

The railroad used ferries of San Francisco Bay for freight transfer until connected to the national rail network at Napa Junction by the Santa Rosa and Carquinez Railroad in 1888. The Santa Rosa and Carquinez remained part of SP independent of the NWP with a primary freight interchange at Schellville. SP's Santa Rosa branch continued from Schellville through Sonoma to a separate terminal yard on North Street in Santa Rosa. Freight interchange was predominantly through Ignacio, but there was a second connection to the SP in Santa Rosa until the line through the Valley of the Moon was abandoned in 1935.[4]

The railroad service became popular; an early daily NWP timetable shows 10 passenger trains each way, plus dozens of freights. The rail line soon replaced steam schooners as the main means of getting lumber from Humboldt County to market. Rail service to inland areas facilitated local development of the lumber industry.

In 1929 the AT&SF sold its half-interest to the Southern Pacific, making the NWP a full SP subsidiary.

The SP era[edit]

Northwestern Pacific Railroad
Train at Santa Rosa, California in 1911
Overview
HeadquartersSchellville, California - Operational
Palo Alto, California - Administrative
Reporting markNWP
LocaleCalifornia's North Coast from Marin County to Eureka
Dates of operation1907 (1907)–1998 (1998)
SuccessorSouthern Pacific Transportation Company
Eureka Southern Railroad
Technical
Track gauge4 ft 8+12 in (1,435 mm) standard gauge
Previous gauge80 miles (130 km) of system originally 3 ft (914 mm)
Length271 miles (436 km)
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. By 1935 freight and passenger service diminished because of the Great Depression. With the onset of World War II, freight shipments rose while passenger service remained constant. Freight service on the NWP increased in the 1950s owing to an increase in lumber demand 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.[5]

Diesels were being used on all trains by 1953, with the exception of ten-wheelers number 181 and 183 pulling passenger trains numbered 3 and 4 between San Rafael and Eureka with number 182 on standby. The #3/#4 trains offered sleeping cars, a cafe-lounge in addition to coach cars. Passengers from San Francisco would take Greyhound Buses from the San Francisco Ferry Building at the base of Market Street to San Rafael.[6] NWP locomotives 112, 140, 141, 143, and 178 plus SP numbers 2345, 2356, 2564, 2582, and 2810 were stored at Tiburon for emergency use;[7] but steam power had disappeared by 1955. On November 10, 1958, all mainline passenger service was discontinued south of Willits.[8][9] The only remaining service was a tri-weekly Willits-Eureka round trip, operated by a single Budd Rail Diesel Car, which ran until April 30, 1971.[10] When Amtrak took over intercity passenger rail service on May 1, 1971, it did not continue service on the NWP.

1964 flood damage[edit]

The catastrophic Christmas flood of 1964 destroyed 100 miles (160 km) of the railroad in Northern California, including three bridges over the Eel River, and permanently changed the topography of the area. The line was closed for 177 days while 850 men rebuilt the railroad through the Eel River canyon. The line was reopened on 16 June 1965.[11] In the years following the 1964 flood, the rail line was less reliable due to increased landsliding in the Eel River Canyon; but freight traffic remained high until the 1970s, as improvements to US Highway 101 cut hauling times, making trucking competitive with the rail line. 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.[12]

1978 tunnel fire[edit]

Many Humboldt County mills began shipping lumber in trucks when a fire caused collapse of the Island Mountain tunnel, or tunnel 27, closing the line north of Willits on 6 September 1978, and only half of that traffic returned to the rails when the line reopened on 10 December 1979.[12] 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.[10] 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.

Sales and shortline development[edit]

From the early 1970s into the 1980s the SP began substantially cutting back non-core routes. In 1971, the line from Sausalito, once a major terminal on the line, was abandoned and converted into a walking path connecting to similar trails throughout Marin built upon the former interurban lines.

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 freight trains and revamped tourist train service until bankrupted by storm damage in the Eel River Canyon, selling the railroad and most equipment by 1992.[13][14]

In 1984 and 1989, the former Petaluma and Santa Rosa Railroad line from Santa Rosa to Sebastopol was acquired by the Sonoma County parks department, and converted into the Joe Rodota Trail for walking and biking.

North Coast Railroad Authority (1989-2022)[edit]

Derailed boxcars remain[when?] adjacent to Outlet Creek at milepost 152 near Longvale.

The California Legislature formed the North Coast Railroad Authority (NCRA) in 1989 to save the NWP from total abandonment. NCRA purchased the Eureka Southern in 1992 and leased the line to the newly formed North Coast Railroad[15] In late 1996, severe flooding of the Eel River led to widespread landslide damage and destruction of roadbed which remained unrepaired and halted most service. A lack of capital along with previous customers now finding the railroad expensive and unreliable after switching to truck traffic made repairs difficult to finance and complete. The Federal Railroad Administration (FRA) prohibited any train operation north of Willits in 1998.[16] This order was amended in 1999 to allow the connecting California Western Railroad to resume operation to Willits Depot and turn trains on the wye at Willits Yard after agreeing to assist in the maintenance of the same.[17]

Beginning in the late 1990s, the Golden Gate Bridge, Highway and Transportation District began purchasing sections of the NWP's south end from the Southern Pacific to save for a potential commuter train route thanks to growing suburbs in Marin and Sonoma counties. The SP required the California Northern Railroad (CFNR) to take over freight operations on the NWP in 1993 as a part of their long-term lease agreements for their main stretch of trackage in the Napa, Fairfield, and Woodland areas. The CFNR generally operated one train from Willits to Hopland, where freight cars were transferred to a second train from Hopland to Schellville.[18] The track from Lombard to Healdsburg was owned by the precursor to SMART, and the CFNR had trackage rights granted from Schellville to Willits where interchange occurred with the North Coast Railroad and the California Western Railroad.[19]

When the CFNR lease of the NWP was terminated, the NCRA via a contractor took over operations using EMD GP9 and SD9 locomotives painted in the SP "Black Widow" colors running both freight service and occasional passenger excursion service from 1996 to 1998. The line was plagued by a series of harsh El Nino storms from 1997 to 1998 causing significant washouts and bridge instability on top of already deferred infrastructure maintenance and mismanagement ultimately led the FRA to shut down all operations over the entire length of the line, the first and only time it's ever done so.[20] The six EMD locomotives, defaulted on their lease, were returned to their lessor Omni-trax in 1998. Former SP SD9s, leased from Diesel Motive Company (reporting mark BUGX), and former North Coast Railroad GP9s, owned by the NCRA, were then pressed into short lived service before additional washouts, mechanical failures, and low revenue again closed the line. By 2016, several movements including scrapping of former equipment in Eureka and returning of leased and privately stored equipment in Willits, Petaluma and Schellville had begun.

In January 2001, the NWP briefly resumed service between Schellville and Cotati using three leased locomotives with reporting mark "NWPY",[21] but service was discontinued in September 2001 because the operator lacked capital to continue operations.

SMART and NWPco (2002–2019)[edit]

By 2002, the GGBHTD has purchased most of the “South End” and formed the “SMART District” to oversee funding and potential future operations. In November 2006, Measure R was passed with a combined 65.3% “yes” vote in the two-county District but ultimately failed to meet the “2/3 supermajority.” In 2008, Measure Q passed providing funding for the construction of a commuter railroad through a quarter-cent sales tax. Though this was thought to provide enough initial funding, it did not, and the railroad was set to begin construction in stages over several years.

In 2009, SMART began initial electrical work on the line which was paralleled by reballasting and replacement of bad ties between Schellville and Windsor. In 2006, NCRA awarded a 99-year lease to NWPco, who would operate trains under reporting mark "NWP." In June 2011, the line was reopened for freight traffic and operations began between Schellville and Windsor, California, 62 miles. In July 2011 the first freight train delivered grain to Petaluma. Trains on the NWP run from the Lombard interchange with the California Northern Railroad, up to Windsor. Service consists[when?] of about three trips weekly over the line, generally at night to avoid conflict with SMART's daytime-only passenger schedule. The railroad predominantly carries grain for dairy and poultry farms in Sonoma County, but also has provided shipment of lumber products out of Windsor, Petaluma and Schellville as well as has provided occasional maintenance of way work for SMART, bulk car storage, and hosts the Golden Gate Railroad Museum storage lot in Schellville.

Regular passenger trains operated by SMART began in late Spring 2017 between Sonoma County Airport and San Rafael, later opening the Larkspur station with a connection to the Larkspur ferry landing. Plans still remain to extend the line north to the city of Cloverdale. While SMART will eventually extend commuter service to at least Cloverdale, NCRA and NWPco had plans to open the line to the Skunk Train connection and major yard facility in Willits, but no timeline was established or attempts made before NCRA was dissolved. Both agencies' plans were dependent on state and federal grants, and the success of the SMART train.[22] Although tourist companies along with local historical groups have expressed interest in possibly opening an excursion and dinner train that would traverse Humboldt and Arcata bays, there are no plans to reopen the Eel River Canyon segment.[23]

Disbanding of the NCRA, and SMART (2019 - present)[edit]

Financial disarray and legal troubles beginning before the turn of the millennium [24] caused the NCRA to fall out of favor with local and state officials as well as the public.[25] In 2020, the SB 69 Great Redwood Trail Act was passed, tasked with dissolving the NCRA and the creation of a 320-mile public trail.[26] California's 2018 Great Redwood Trail Act includes detailed plans for investigating and resolving the Authority's debts, dissolving the NCRA, and converting its rights-of-way to rail-trail.[2][27]

In the bill, the Sonoma–Marin Area Rail Transit (SMART) acquired 21 miles (34 km) from Healdsburg north to the Mendocino-Sonoma County border in September 2020, and in February 2022, took over NWP freight operations, having been approved by the US Surface Transportation Board.[28][29] Today, freight service is operated by SMART. Freight services continue to use locomotives previously both owned and leased by NWPco, now by SMART, in various “Northwestern Pacific” themed schemes.

Predecessor lines[edit]

Valuation map of the Northwestern Pacific railroad

Route[edit]

Northwestern Pacific Railroad Route in 1931

NWP mileposts conform to Southern Pacific Railroad convention of distance from San Francisco:[34]

Roster[edit]

Steam locomotives[edit]

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; used in passenger service between Tiburon and San Rafael;[35] 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; used in passenger service between Sausalito and San Quentin;[35] destroyed by boiler explosion 1915[36]
7 Booth 4-4-0 1870 15 ex-San Francisco and North Pacific Railroad #3; used in passenger service between Sausalito and San Quentin;[35] retired 1920
8 Baldwin Locomotive Works 4-4-0 1881 5485 ex-San Francisco and North Pacific Railroad #8; shipped to Eureka in 1911 for construction through the Eel River canyon;[35] retired 1925
9 Grant Locomotive Works 4-4-0 1883 1664 ex-San Francisco and North Pacific Railroad #9; used in passenger service between Sausalito and Glen Ellen;[35] reboilered 1917 retired 1938[37]
10 Grant Locomotive Works 4-4-0 1883 1665 ex-San Francisco and North Pacific Railroad #10; used in passenger service between Sausalito and Glen Ellen;[35] reboilered 1917 scrapped 1937[38]
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; shipped to Eureka in 1911 for construction through the Eel River canyon;[35] retired 1926[39]
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; used in passenger service between Sausalito and Glen Ellen;[35] reboilered 1915 retired 1926[38]
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; used in passenger service between Sausalito and Duncan Mills;[35] scrapped 1935[40][41]
18 Rogers Locomotive Works 4-4-0 1889 4154 ex-San Francisco and North Pacific Railroad #16 wrecked 1910[42]
19 Rogers Locomotive Works 4-4-0 1884 3305 ex-San Francisco and North Pacific Railroad #12; shipped to Eureka in 1911 for construction through the Eel River canyon;[35] reboilered 1917 scrapped 1937[43]
20 Rogers Locomotive Works 4-4-0 1884 3306 ex-San Francisco and North Pacific Railroad #13; used in passenger service between Sausalito and Duncan Mills;[35] reboilered ~1916 retired ~1932[44]
21 Baldwin Locomotive Works 4-4-0 1904 24035 ex-San Francisco and North Pacific Railroad #24; used in passenger service between Sausalito and Ukiah;[35] scrapped 1937[45]
22-23 American Locomotive Company 4-4-0 1908 44959-44960 used in passenger service between Sausalito and Ukiah;[35] scrapped 1938[46] and 1949[47][48]
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[36]
101 Rogers Locomotive Works 4-6-0 1889 4212 ex-San Francisco and North Pacific Railroad #18; used on the mixed train between Santa Rosa and Sebastopol;[35] scrapped 1928
102 Grant Locomotive Works 4-6-0 1888 ex-San Francisco and North Pacific Railroad #15; used in freight service between Tiburon and Glen Ellen;[35] 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; shipped to Eureka in 1911 for construction through the Eel River canyon;[35] 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[49][50]
109 Baldwin Locomotive Works 4-6-0 1900 18179 ex-California Northwestern Railroad #30; used in freight service between Tiburon and Sausalito;[35] scrapped 1948[51]
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 used for freight service between Willits and Santa Rosa;[35] #112 retired in 1962,[52] preserved California State Railroad Museum[53][41]
#114 wrecked 1946[54][50] #111 & 113 scrapped 1949 and 1947[39]
130-133 American Locomotive Company 4-6-0 1910 49089-49092 initially used in passenger service between Sausalito and Willits;[35] 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[55]
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[56]
178 Baldwin Locomotive Works 4-6-0 1906 29726 ex-Bullfrog Goldfield #13 > #11 purchased 1917 scrapped 1954[57]
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; used in freight service on the Sherwood branch until #202 was shipped to Albion;[35] 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[58]
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 1996–1998[edit]

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. Currently in Burlington, Iowa under BUGX ownership. Still in NWP Paint as of March 6, 2023
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 2001[edit]

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 2006[edit]

Number Picture 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 Bluebonnet scheme. Returned to BUGX and sent to Santa Maria Valley RR in spring 2016
1501 EMD MP15DC 12/1974 73625-5 [1] Ex GMTX 212; ex UPY 1293; née SP 2694. Unit started long-term lease in 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. Out of Service in Schellville storage. Painted in SP Bloody Nose colors.
2009 Railpower RP20BD 12/2007 19234 5321-B29 Originally leased from RJ Corman, later purchased. Out of service due to a fuel leak. Built as UP GP9B #158B in 2/1954.
2611 Railpower RP20GE 11/2006 43589 UNK Ex UP Y2611. In service out of Schellville. Built as UP B30-7A #238, née MP 4838 in 1/1982. Painted in Union Pacific colors.
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. Out of Service in storage Schellville.

Narrow-gauge line[edit]

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. Freight traffic was heavy as the lower Russian River valley was a major source of redwood lumber for rebuilding San Francisco after the 1906 San Francisco earthquake. The NWP narrow-gauge obtained additional freight cars from the South Pacific Coast Railroad (SPC) as the SPC was converted to standard gauge between 1907 and 1909. Ferries Lagunitas, Ukiah, and Sausalito carried narrow-gauge freight cars across San Francisco Bay from Sausalito to the dual-gauge San Francisco Belt Railroad.[59]

After the flooded Russian River destroyed the 4 ft 8+12 in (1,435 mm) standard gauge NWP Guerneville branch bridge at Bohemia on 19 March 1907, NWP rebuilt the bridge one-half mile downriver; and extended the Guerneville branch from Monte Rio to Duncans Mills as dual-gauge by 1909. Redwood lumber was then shipped out over the Guerneville branch. A freight transfer shed was built at San Anselmo so narrow-gauge tracks could be removed from the ferries in 1910; and more than half of the narrow-gauge freight cars were scrapped by 1912. A daily freight train operated from Occidental to San Anselmo in the morning and returned to Occidental in the afternoon. The train included a coach for Sonoma County students attending school in Tomales. A freight engine stationed at Duncans Mills was operated by the Guerneville branch freight crew as needed to bring infrequent freight down from Cazadero for transfer to the Guerneville branch until the line up Austin Creek to Cazadero was standard-gauged in 1926.[59]

Summer tourists from San Francisco still visited Russian River vacation spots via joint narrow-gauge/standard-gauge NWP "triangle" excursions until 1927 when automobile travel became more popular. Standard-gauging of the southern end of the line from San Francisco Bay to Point Reyes Station at the head of Tomales Bay was completed on 5 April 1920. Freight service between Point Reyes Station and Occidental was reduced to thrice weekly with freight transfer at Point Reyes Station. Lumber production from the lower Russian River valley was ended by a wildfire on 17 September 1923. After the standard-gauge line was extended to Cazadero, service north of Point Reyes was reduced to a daily (except Sunday) mixed train to Camp Meeker and return until the last narrow-gauge train ran on 29 March 1930; and the remaining narrow-gauge line between Monte Rio and Point Reyes Station was dismantled that autumn.[59] The route of the dual-gauge line from Fulton to Duncan Mills later became the popular River Road connecting all the towns from the coast to the central county.

Route[edit]

Mileposts conform to Southern Pacific Railroad convention of distance from San Francisco.[60]

Locomotives[edit]

Number Builder Type Date Works number Notes[89][90]
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[91]
84 NPC Sausalito Shop 4-4-0 1900 1 ex-NPC/NS/NWP #20; used in passenger service between Sausalito and Point Reyes;[35] retired 1920 scrapped 1924[92][93]
85 Baldwin Locomotive Works 4-4-0 1884 7249 ex-South Pacific Coast Railroad #14 wrecked[94][95]
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[96]
87 Baldwin Locomotive Works 4-4-0 1880 4960 ex-South Pacific Coast Railroad #10 then NWP #10>#87 scrapped 1917[97][98]
90 Brooks Locomotive Works 4-4-0 1891 1886 ex-NPC/NS/NWP #15 operated last narrow gauge NWP train in 1930 scrapped 1935[99][100]
91 Brooks Locomotive Works 4-4-0 1894 2421 ex-NPC/NS/NWP #16 scrapped 1935[101][102]
92 Brooks Locomotive Works 4-4-0 1891 1885 ex-NPC/NS/NWP #14; used in passenger service between Sausalito and Cazadero;[35] retired 1926; scrapped 1935[103][93]
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[104][105]
95 Brooks Locomotive Works 4-6-0 1899 3418 ex-NPC/NS/NWP #18 then NWP #145>#95 retired 1929 scrapped 1935[106][107]
195 Baldwin Locomotive Works 2-6-0 1883 6611 ex-NPC/NS/NWP #13 scrapped 1912[108]
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[98]
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[109]

See also[edit]

Footnotes[edit]

  1. ^ "Gov. Brown signs Great Redwood Trail bill". Times-Standard. 2018-09-30. Retrieved 2021-02-22.
  2. ^ a b Sims, Hank (January 8, 2019). "Marin Judge Orders the Remains of the North Coast Railroad Authority to Pay Humboldt Environmental Groups Nearly $2 Million". Lost Coast Outpost. Retrieved 2021-02-22.
  3. ^ a b Silverthorn, W.A. "Early Days on the NWP". The Western Railroader. 15 (152). Francis A. Guido: 4&5.
  4. ^ "Annadel SP Information Document Final". PDFSECRET. State of California. Retrieved 29 January 2019.
  5. ^ Stindt (1978), p. 57.
  6. ^ 'Official Guide of the Railways,' December 1954, p. 904
  7. ^ Silverthon (1953). "Northwestern Pacific down to Diesels and own Steam Power to Haul Trains". The Western Railroader. 16 (167). Francis A. Guido: supplement.
  8. ^ "Vintage Train--and Wine--Ride the Rails". Los Angeles Times. September 8, 1996.
  9. ^ "Train makes last run". San Francisco Examiner. November 11, 1958. p. 13. Retrieved 12 September 2023 – via Newspapers.com. Free access icon
  10. ^ a b 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.
  11. ^ Stindt (1985) p.9
  12. ^ a b Fox (1983), p. 7, 8, 35, 40 & 43.
  13. ^ "Eureka Southern Railroad Co., Inc.; Emergency Order Prohibiting Passenger Service". Fra.dot.gov. June 1990. Retrieved 26 November 2018.
  14. ^ "Eureka Southern Railroad Company, Inc.; Passenger Service Allowed Between Milepost 142.5 and Milepost 145.5, and between Milepost 216.6 and Milepost 284.1". Fra.dot.gov. October 1990. Retrieved 26 November 2018.
  15. ^ Fixler, Kevin (2019-05-03). "Hiking from the Bay Area to Humboldt just got a step closer to reality". Santa Rosa Press Democrat. Retrieved 2019-05-04.
  16. ^ "Northwestern Pacific Railroad; Amendment to Prohibit the Transportationof Hazardous Materials between Willits, California and Ft. Seward, California". Fra.dot.gov. November 1998. Retrieved 26 November 2018.
  17. ^ "Northwestern Pacific Railroad; Notice of Partial Relief from Emergency Order No. 21". Fra.dot.gov. May 1999. Retrieved 26 November 2018.
  18. ^ Norberg, Bob (1995). "Run from Willits to Petaluma unchanged from 80 years ago". The Press Democrat (20 February 1995): B1.
  19. ^ North Coast Railroad Authority (2009-12-12). "Public draft, environmental impact report, North Coast Railroad Authority, Russian River Division executive summary". Archived from the original on 2009-12-13. Retrieved 2009-12-12.
  20. ^ "Northwestern Pacific Railroad; Emergency Order to Prevent Operation of Trains on Northwestern Pacific Railroad's Trackage from Arcata, California, to Mile Post 63.4 between Schellville and Napa Junction, California". Fra.dot.gov. December 1998. Retrieved 26 November 2018.
  21. ^ "Northwestern Pacific Railroad; Notice of Partial Relief from Emergency Order No. 21". Fra.dot.gov. February 2001. Retrieved 26 November 2018.
  22. ^ Martin, Nicole and Sobelman, Donald (November 20, 2014) "Federal Preemption May Be The Key For Calif. Railroads" Barg Coffin Lewis & Trapp, LLP
  23. ^ Fritzsche, Ron (2019-10-23). "My Word: Save the rails around Humboldt Bay!". Times-Standard. Retrieved 2019-10-23.
  24. ^ Glionna, John M.; Los Angeles Times (April 22, 2001) "Light at the End of the Tunnel for a Struggling Little Railroad"
  25. ^ Sims, Hank; Lost Coast Outpost (January 8, 2019) "Marin Judge Orders the Remains of the North Coast Railroad Authority to Pay Humboldt Environmental Groups Nearly $2 Million"
  26. ^ Times Standard (September 2018) " Gov. Brown signs Great Redwood Trail bill"
  27. ^ "Abandoned North Coast Rail Line Set To Become More Than 300 Miles Of Trail". KPIX 5. March 14, 2022. Retrieved 2022-06-11.
  28. ^ Houston, Will (2020-12-04). "State approves SMART takeover of North Bay freight hauling". Marin Independent Journal. Retrieved 2021-02-22.
  29. ^ Rauch, James. Interview. By Kai Bachtiger. 22 February 2022.
  30. ^ Borden (1963), p. 9.
  31. ^ Borden (1963), p. 12.
  32. ^ Borden (1963), p. 10–15.
  33. ^ Codoni & Trimble (2006).
  34. ^ 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)
  35. ^ a b c d e f g h i j k l m n o p q r s t u v Silverthorn, W.A. (1952). "Early Days on the NWP". The Western Railroader. 15 (152). Francis A. Guido: 4&5.
  36. ^ a b Stindt (1974), p. 44.
  37. ^ Stindt (1974), p. 53 & 72.
  38. ^ a b Stindt (1974), p. 72.
  39. ^ a b Stindt (1974), p. 53.
  40. ^ Stindt (1974), p. 72-73.
  41. ^ a b Stindt (1985), p. 33.
  42. ^ Stindt (1974), p. 48.
  43. ^ Stindt (1974), p. 52.
  44. ^ Stindt (1974), p. 58 & 72.
  45. ^ Stindt (1974), p. 71.
  46. ^ Stindt (1974), p. 70–71.
  47. ^ Stindt (1974), p. 41 & 71.
  48. ^ Stindt (1985), p. 28.
  49. ^ Stindt (1974), p. 69.
  50. ^ a b Stindt (1985), p. 37.
  51. ^ Stindt (1985), p. 35.
  52. ^ "NWP #112 Fan Club". Nwprr.net. Retrieved 26 November 2018.
  53. ^ Stindt (1974), p. 73.
  54. ^ Stindt (1974), p. 52 & 59.
  55. ^ Stindt (1985), p. 36–37.
  56. ^ Stindt (1985), p. 34.
  57. ^ Stindt (1985), p. 33–35.
  58. ^ Koch (1971), p. 412.
  59. ^ a b c Stindt, Fred A. (1968). "Northwestern Pacific Narrow Gauge". The Western Railroader. 31 (346). Francis A. Guido: 3–16.
  60. ^ Stindt (1978), p. 88–89.
  61. ^ Stindt (1974), p. 8.
  62. ^ Dickinson (1974), p. 32–33, 45, 50, 69, 76, 99, 125 & 154.
  63. ^ Dickinson (1974), p. 78.
  64. ^ Dickinson (1974), p. 48, 79 & 153.
  65. ^ Dickinson (1974), p. 113.
  66. ^ Stindt (1974), p. 22.
  67. ^ Dickinson (1974), p. 62 & 113.
  68. ^ Dickinson (1974), p. 150.
  69. ^ Dickinson (1974), p. 34.
  70. ^ Dickinson (1974), p. 31.
  71. ^ a b Stindt (1974), p. 17.
  72. ^ Dickinson (1974), p. 147.
  73. ^ Dickinson (1974), p. 40 & 149.
  74. ^ Stindt (1974), p. 14.
  75. ^ Dickinson (1974), p. 5, 36 & 96.
  76. ^ Stindt (1974), p. 16 & 30–31.
  77. ^ Dickinson (1974), p. 40, 64, 93, 116 & 145.
  78. ^ Stindt (1974), p. 39.
  79. ^ Dickinson (1974), p. 66 & 146.
  80. ^ Stindt (1974), p. 1–4, 16, 53, 60 & 62–63.
  81. ^ Dickinson (1974), p. 114.
  82. ^ Stindt (1974), p. 26–27.
  83. ^ Dickinson (1974), p. 36 & 38.
  84. ^ Stindt (1974), p. 14–15, 65 & 69.
  85. ^ Dickinson (1974), p. 84–85, 88–89 & 118.
  86. ^ Stindt (1974), p. 10.
  87. ^ Dickinson (1974), p. 67, 70, 109 & 118.
  88. ^ Koch (1971), p. 422.
  89. ^ Stindt (1974), p. 78.
  90. ^ Dickinson (1974), p. 132–133.
  91. ^ Dickinson (1974), p. 134.
  92. ^ Stindt (1974), p. 16.
  93. ^ a b Dickinson (1974), p. 129.
  94. ^ Stindt (1974), p. 34.
  95. ^ Dickinson (1974), p. 120.
  96. ^ Dickinson (1974), p. 123 & 135.
  97. ^ Stindt (1974), p. 25 & 33.
  98. ^ a b Dickinson (1974), p. 135.
  99. ^ Stindt (1974), p. 10, 16, 25, 35 & 39.
  100. ^ Dickinson (1974), p. 124.
  101. ^ Dickinson (1974), p. 6 & 135.
  102. ^ Stindt (1974), p. 9, 16, 18, 29 & 34.
  103. ^ Stindt (1974), p. 3, 16 & 29.
  104. ^ Dickinson (1974), p. 123.
  105. ^ Stindt (1974), p. 25, 29 & 35.
  106. ^ Stindt (1974), p. 3, 24, 32 & 35.
  107. ^ Dickinson (1974), p. 125, 129 & 136.
  108. ^ Dickinson (1974), p. 136.
  109. ^ Stindt (1974), p. 33.

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References[edit]

Further reading[edit]

External links[edit]