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Northwestern Pacific Railroad

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Adapted from the English Wikipedia article Northwestern Pacific Railroad, available under CC BY-SA 4.0Updated 24 July 20251 source
Northwestern Pacific Railroad
Company typeSubsidiary (historically)
IndustryRail transport
Predecessor42 smaller rail companies consolidated by Southern Pacific and Atchison, Topeka and Santa Fe Railway
Founded1906
FateOwnership and operational control shifted; currently partially operated by Sonoma–Marin Area Rail Transit (SMART)
Headquarters
Northern California
,
United States
Area served
Northern California (Sausalito to Eureka)
ProductsPassenger commuter rail, freight rail services
ParentHistorically Southern Pacific Railroad (wholly owned after 1929)

The Northwestern Pacific Railroad serves as a principal rail line stretching from the former ferry terminals in Sausalito, California northward to Eureka, California, connecting with the national rail network at Schellville, California. Although ownership and operational control have shifted over time, the railroad continues to be recognized by its original Northwestern Pacific Railroad designation.

At present, only a portion running from Larkspur through Sonoma County Airport in Windsor and extending eastward to Schellville is active under the management of Sonoma–Marin Area Rail Transit (SMART). SMART operates both passenger commuter and freight services along this segment and has future plans to extend service northward to Cloverdale. The northern stretch between Willits and Eureka, which includes connections with the California Western Railroad, remains out of service but is protected by legislation passed in 2018 that designates it for transformation into the Great Redwood Trail.

History

During the late 19th century, both the Southern Pacific Railroad ("SP") and the Atchison, Topeka and Santa Fe Railway ("AT&SF") sought to establish rail routes heading north from San Francisco toward Humboldt County to facilitate lumber transportation. SP controlled the southern portion from Willits through Marin County to Schellville, while AT&SF operated the northern route from Eureka down through Humboldt County. Recognizing that only a single railroad could sustain profitability within Mendocino and Humboldt Counties, SP and AT&SF consolidated 42 smaller companies in 1906 to form a unified rail corridor extending from Sausalito to Eureka.

Prior to finalizing the line reaching Eureka, Northwestern Pacific ran multiple daily freight and passenger trains on various segments such as Willits to Santa Rosa, Santa Rosa to Tiburon, and Sausalito to Ukiah. Passenger traffic surged during holiday periods, necessitating additional locomotives and leased passenger cars.

Progress was hindered by the 1906 San Francisco earthquake, which destroyed key planning documents and right-of-way records. In 1911, several locomotives were transported by ship to Eureka. After successfully navigating the challenging terrain of the Eel River Canyon, construction culminated in October 1914 with a ceremonial "golden spike," marking a significant milestone in expanding regional rail infrastructure.

Initially, freight transfer relied heavily on ferries of San Francisco Bay until a direct connection to the national rail system was established at Napa Junction through the Santa Rosa and Carquinez Railroad in 1888. The Santa Rosa and Carquinez Railroad remained an SP subsidiary separate from NWP operations and served as a key freight interchange point at Schellville. Southern Pacific’s Santa Rosa branch extended through Sonoma County to a terminal yard in Santa Rosa until its abandonment in 1935.

The Northwestern Pacific rapidly became an essential artery for both freight and passenger movement, supplanting steam schooners as the primary mode for transporting lumber from Humboldt County. This rail access also stimulated growth within inland lumber industries.

In 1929, AT&SF divested its half ownership stake to Southern Pacific, resulting in Northwestern Pacific becoming a wholly owned subsidiary of SP.

The SP era

Passenger operations on the Northwestern Pacific Railroad (NWP) flourished until the 1930s, when advancements in road infrastructure and highways caused a shift toward automobile travel and trucking for freight. The Great Depression further diminished both freight and passenger traffic by 1935. Nevertheless, World War II brought a surge in freight demand, while passenger numbers remained relatively stable. During the 1950s, the post-war housing boom fueled increased lumber shipments, boosting freight volumes.

In the 1930s, several branch lines were removed as part of efficiency measures. After acquiring the Petaluma and Santa Rosa Railroad in 1932, the Sebastopol branch became obsolete, with California State Route 12 later occupying its former path. The Trinidad extension reverted to serving logging operations following the end of NWP service in 1933. By 1935, rails on Sonoma County’s Guerneville branch were dismantled, and River Road was established along its previous route.

By 1953, diesel locomotives had replaced steam engines on all trains except for a limited number of steam-powered ten-wheelers operating passenger routes between San Rafael and Eureka. These trains featured sleeping accommodations and cafe-lounge cars, coordinating with Greyhound bus connections in San Francisco. Steam locomotives were completely phased out by 1955. Passenger service on the mainline south of Willits ceased on November 10, 1958, leaving only a tri-weekly Willits-Eureka round trip operated by a Budd Rail Diesel Car until April 30, 1971. When Amtrak took over intercity passenger rail services on May 1, 1971, it did not continue NWP operations.

1964 flood damage

The Christmas flood of 1964 inflicted severe damage on approximately 100 miles of railroad track in Northern California, destroying three bridges over the Eel River and significantly altering the landscape. The railroad was shut down for 177 days as around 850 workers undertook reconstruction through the Eel River canyon, with service resuming on June 16, 1965. Following the flood, landslides frequently disrupted reliability; however, freight traffic remained robust until the 1970s. Upgrades to US Highway 101 enhanced trucking competition. During Southern Pacific’s final years managing the line, daily lumber shipments from Eureka utilized six EMD SD9 locomotives—nicknamed "Cadillacs"—which gathered additional freight along the route and handled steep grades by operating multiple sections.

1978 tunnel fire

On September 6, 1978, a fire caused the collapse of Island Mountain tunnel (tunnel number 27) north of Willits, forcing a suspension of rail service and prompting numerous mills in Humboldt County to switch their lumber shipments to trucks. When rail operations resumed on December 10, 1979, only half of the previous traffic volume returned. The decline in revenue made it financially impractical to maintain the expensive Eel River Canyon segment. In September 1983, Southern Pacific announced plans to abandon this portion of track; however, legal disputes arose due to improper abandonment procedures. In March 1984, the U.S. Circuit Court mandated reopening of the line.

Sales and shortline development

Throughout the 1970s and 1980s, Southern Pacific divested several routes considered non-essential. In 1971, it discontinued service on the Sausalito terminal line, which was subsequently converted into a regional pedestrian trail. In 1984, SP sold the Willits-to-Eureka stretch to Bryan Whipple who operated it as the Eureka Southern Railroad (EUKA), providing both freight and tourist services until storm damage led to bankruptcy in 1992. Additionally, Sonoma County acquired former Petaluma and Santa Rosa Railroad lines in 1984 and again in 1989, repurposing them as the Joe Rodota Trail for recreational activities.

North Coast Railroad Authority (1989–2022)

The North Coast Railroad Authority (NCRA) was created by the California Legislature in 1989 with the goal of preventing the abandonment of the Northwestern Pacific Railroad (NWP). In 1992, NCRA took ownership of the Eureka Southern and subsequently leased it to the newly formed North Coast Railroad. Extensive flooding in late 1996 severely damaged the Eel River corridor, resulting in a suspension of most services due to expensive repairs and a decline in freight customers who increasingly turned to trucking alternatives. In 1998, the Federal Railroad Administration (FRA) prohibited operations north of Willits, though limited service was later permitted under maintenance agreements with the California Western Railroad.

During the late 1990s, the Golden Gate Bridge, Highway and Transportation District began acquiring southern segments of the NWP to explore potential commuter rail service in response to population growth in Marin and Sonoma counties. Starting in 1993, Southern Pacific required California Northern Railroad (CFNR) to operate freight services on NWP lines running through Napa, Fairfield, and Woodland. CFNR managed freight traffic between Willits and Schellville and held trackage rights from Schellville to Willits, facilitating interchange with both NCRA and California Western Railroad.

When CFNR’s lease concluded, NCRA resumed operations using leased EMD GP9 and SD9 locomotives painted in Southern Pacific livery to handle freight and occasional passenger excursions from 1996 through 1998. However, repeated storms during 1997-1998 exacerbated infrastructure deterioration amid deferred upkeep and financial limitations. This led FRA to issue Emergency Order 21 on November 22, 1998, resulting in a complete shutdown—the only such closure until 2023. The leased locomotives were withdrawn and briefly replaced by other units before additional washouts and declining revenues forced another closure. By 2016, much of the equipment was either scrapped or returned to various locations.

Limited service briefly restarted in January 2001 between Schellville and Cotati using leased locomotives but ceased by September due to insufficient funding. Apart from occasional inspection runs and speeder tours, the line remained largely inactive until 2007.

SMART and NWPco (2002–2024)

By 2002, the Golden Gate Bridge, Highway and Transportation District had acquired most of the southern portion of the line and formed the Sonoma-Marin Area Rail Transit (SMART) District to oversee funding and future operations. Although Measure R received 65.3% voter approval in 2006, it fell short of the two-thirds supermajority required for passage. In contrast, Measure Q passed in 2008, providing financing for commuter rail construction through a quarter-cent sales tax; however, initial revenues were inadequate, necessitating phased implementation.

SMART began electrical installations alongside track rehabilitation between Schellville and Windsor starting in 2009. In 2006, NCRA granted a 99-year lease to NWPco under the reporting mark "NWP." Freight operations recommenced in June 2011 over a 62-mile stretch from Schellville to Windsor, primarily serving Sonoma County’s dairy and poultry industries by transporting grain. Other freight includes lumber shipments, equipment deliveries for Pacific Gas and Electric, construction trains supporting SMART development, bulk car storage, and hosting the Golden Gate Railroad Museum’s storage yard at Schellville.

Passenger rail service launched in spring 2017 between Sonoma County Airport and San Rafael before extending to Larkspur with connections to ferry services. While SMART intends to expand commuter rail northward to Cloverdale, earlier plans by NCRA and NWPco to link Willits and the Skunk Train facility lacked defined timelines or progress prior to NCRA’s dissolution. Both organizations relied heavily on state and federal grants tied closely to SMART’s advancement. Tourist and heritage groups have expressed interest in operating excursion trains around Humboldt Bay and Arcata Bay; however, reopening the segment through Eel River Canyon remains improbable.

Dissolution of the NCRA and the Role of SMART (2019 – Present)

Prior to 2000, the NCRA faced significant financial struggles and legal challenges, which led to a decline in backing from both government officials and the general public. In 2020, California enacted SB 69, known as the Great Redwood Trail Act, which mandated the disbandment of the NCRA and the establishment of a 320-mile public trail. This legislation also includes provisions for addressing NCRA's outstanding liabilities and transforming its rail corridors into recreational rail-trails.

As part of this initiative, Sonoma–Marin Area Rail Transit (SMART) acquired a 21-mile segment stretching from Healdsburg to the Mendocino-Sonoma County boundary in September 2020. Additionally, in February 2022, SMART assumed control of Northwestern Pacific (NWP) freight operations following approval from the US Surface Transportation Board. Freight services are currently managed by SMART, utilizing locomotives previously owned or leased by NWPco, while preserving the "Northwestern Pacific" branding.

Predecessor Railroads

  • The California Midland Railroad extended the Eel River and Eureka Railroad line to Carlotta, later merging with SF&NW in 1903.
  • Established in 1898 by Southern Pacific Railroad, the California Northwestern Railway took control of SF&NP and expanded its route from Ukiah to Willits in 1902, then further to Sherwood in 1904; it was consolidated into NWP in 1907.
  • The California and Northern Railway constructed a route between Eureka and Arcata in 1901 before merging into SF&NW in 1904.
  • The Cloverdale and Ukiah Railroad extended SF&NP’s reach from Cloverdale to Ukiah in 1889.
  • The Eel River and Eureka Railroad connected Humboldt Bay with Fortuna starting in 1884, becoming part of SF&NW by 1903.
  • Created in 1905 to operate the Albion River Railroad, the Fort Bragg and Southeastern Railroad merged into NWP in 1907 but remained geographically isolated.
  • The Fulton and Guerneville Railroad built a 15-mile branch line for SF&NP from Fulton to Guerneville in 1877.
  • The Marin and Napa Railroad extended a narrow-gauge Sonoma Valley line from Sears Point to Ignacio in 1888.
  • The North Pacific Coast Railroad established a narrow-gauge route from Sausalito through Tomales Bay to Russian River in 1876; it was renamed North Shore Railroad in 1902.
  • The North Shore Railroad took over the North Pacific Coast narrow-gauge line in 1902 before merging into NWP five years later.
  • Formed by Southern Pacific in 1903 for logging operations near Arcata, the Oregon and Eureka Railroad had portions absorbed by NWP by 1911; its Trinidad extension reverted to lumber company ownership by 1933.
  • The Pacific Lumber Company constructed a seven-mile track connecting its Scotia mill with the Eel River and Eureka Railroad in 1885; this line merged into SF&NW in 1903.
  • The Petaluma and Haystack Railroad, built between Petaluma and Haystack Landing in 1864, was acquired by SF&NP in 1876.
  • The San Francisco and Eureka Railway, established by Southern Pacific in 1903 to link Willits with Eureka, merged into NWP by 1907.
  • The San Francisco and North Pacific Railroad (SF&NP) initially constructed a line from Donahue Landing to Santa Rosa in 1870, extending it successively to Cloverdale (1872), San Rafael (1879), Tiburon (1884), and Ukiah (1889); it was incorporated into NWP in 1907.
  • Formed by Santa Fe in 1903, the San Francisco and Northwestern Railway consolidated several lines including California and Northern Railway, Eel River and Eureka Railroad, California Midland, and Pacific Lumber Company routes; it merged into NWP four years later.
  • The San Francisco and San Rafael Railroad extended the SF&NP line from San Rafael to Tiburon in 1884.
  • A narrow-gauge line known as the San Rafael and San Quentin Railroad connected Point San Quentin ferry landing with San Rafael starting in 1869.
  • The Santa Rosa, Sebastopol and Green Valley Railroad built a six-mile branch for SF&NP from Santa Rosa to Sebastopol in 1890.
  • The Sonoma and Santa Rosa Railroad lengthened the Sonoma Valley narrow-gauge line from Sonoma to Glen Ellen in 1882.
  • Initially conceived as an early wooden monorail for transporting goods between Petaluma River landing and Schellville, the Sonoma Valley Prismoidal Railway began construction in 1876 but ceased operations after partial completion; it was subsequently converted into the narrow-gauge Sonoma Valley Railroad starting in 1878.
  • The Sonoma Valley Railroad purchased the Prismoidal Railway, converted it to narrow gauge, extended service into Sonoma by 1879, then further to Glen Ellen via Sonoma & Glen Ellen (1882), while also connecting Sears Point landing with Ignacio through Marin & Napa (1888).

Route

NWP mile markers correspond to the Southern Pacific Railroad's system, measuring distances outward from San Francisco. Significant locations along the route include:

  • Milepost 40.4 – Schellville (previous connection with Santa Rosa and Carquinez Railroad)
  • Milepost 28.7 – Black Point bridge spanning the Petaluma River
  • Milepost 25.8 – Ignacio, junction with the San Rafael branch
  • Milepost 27.8 – Novato
  • Milepost 37.2 – Haystack bridge crossing the Petaluma River
  • Milepost 38.5 – Petaluma
  • Milepost 46.1 – Cotati
  • Milepost 53.8 – Santa Rosa
  • Milepost 58.5 – Fulton (former junction with Guerneville branch)
  • Milepost 62.9 – Windsor (northernmost active point)
  • Milepost 67.6 – Russian River bridge
  • Milepost 68 – Healdsburg
  • Milepost 75.8 – Geyserville
  • Milepost 85.2 – Cloverdale
  • Milepost 100.1 – Hopland
  • Milepost 114 – Ukiah
  • Milepost 120 – Calpella
  • Milepost 122.1 – Redwood Valley
  • Milepost 131.4 – Ridge summit, highest elevation on the line
  • Milepost 139.5 – Willits, interchange with California Western Railroad ("Skunk Train"), still operating as a tourist attraction; plans for reconnection exist but no schedule announced as of late 2022.
  • Milepost 166.5 – Eel River Canyon at Dos Rios
  • Milepost 194.8 – Eel River bridge near Island Mountain tunnel south entrance
  • Milepost 206.5 – Eel River bridge
  • Milepost 209 – Alderpoint
  • Milepost 237.7 – South Fork bridge over Eel River
  • Milepost 255.6 – Scotia (former interchange with Pacific Lumber Company)
  • Milepost 261.8 – Van Duzen River bridge
  • Milepost 262.7 – Alton junction with Carlotta Branch
  • Milepost 266.1 – Fortuna
  • Milepost 271 – Loleta
  • Milepost 284.1 – Eureka
  • Milepost 292.5 – Arcata
  • Milepost 295.2 – Korblex (former Northern Redwood Company interchange)
  • Milepost 300.5 – Samoa (former interchange with Hammond Lumber Company)

Narrow-gauge line

The NWP's 3-foot narrow-gauge track began as the North Pacific Coast Railroad in 1873, linking San Francisco by ferry from Sausalito to the Russian River at Monte Rio, and subsequently extended to Duncans Mills in 1876 and Cazadero in 1886. This segment became known as the Shore Division of NWP, co-owned by Santa Fe and Southern Pacific starting in 1907.

Strong freight traffic stemmed from redwood lumber shipments crucial to San Francisco’s reconstruction following the 1906 earthquake. Additional freight cars were sourced from the South Pacific Coast Railroad during its conversion to standard gauge between 1907 and 1909. Ferries named Lagunitas, Ukiah, and Sausalito carried narrow-gauge freight cars across San Francisco Bay to connect with the dual-gauge San Francisco Belt Railroad.

After flood damage in March 1907, NWP reconstructed the Guerneville branch bridge and upgraded it to dual gauge from Monte Rio to Duncans Mills by 1909 to facilitate lumber transport. A freight transfer station at San Anselmo allowed for removal of narrow-gauge cars from ferries by around 1910; over half of these narrow-gauge freight cars were dismantled by 1912.

A daily mixed train carrying both passengers and freight operated for Sonoma County students between Occidental and Tomales until the Austin Creek narrow-gauge line was converted to standard gauge in 1926. Combined narrow- and standard-gauge summer excursion services persisted until automobile travel became dominant around 1927.

By April 1920, standard gauge reached Point Reyes Station, which led to a decline in freight south of that point and ended lumber operations after a wildfire in September 1923. The final narrow-gauge train ran in March 1930; tracks remaining between Monte Rio and Point Reyes Station were removed that same year.

The former dual-gauge corridor stretching from Fulton to Duncans Mills has since been developed into the well-traveled River Road, linking coastal communities to inland areas of the county.

Route

Mile markers correspond to the Southern Pacific Railroad mileage measured from San Francisco.

  • Milepost 6.5 – Sausalito
  • Milepost 11.7 – first tunnel
  • Milepost 12.6 – Corte Madera
  • Milepost 13.4 – Larkspur
  • Milepost 14.7 – Kentfield
  • Milepost 16.5 – junction later identified as San Anselmo
  • Milepost 18.3 – Fairfax
  • Milepost 20.7 – second tunnel
  • Milepost 23.1 – Nicasio
  • Milepost 27 – bridge spanning Paper Mill Creek and highway near the former settlement of Taylorville
  • Milepost 35.6 – trestle over Arroyo San Geronimo
  • Milepost 36.4 – Point Reyes Station
  • Milepost 45.4 – Marshall
  • Milepost 50.5 – bridge crossing Keyes Creek
  • Milepost 51.9 – third tunnel
  • Milepost 53.1 – Tomales
  • Milepost 53.7 – fourth tunnel
  • Milepost 54.9 – trestle over Stemple Creek
  • Milepost 58.8 – trestle crossing Estero Americano Creek
  • Milepost 59.5 – Valley Ford
  • Milepost 61.9 – trestle spanning Ebabias Creek
  • Milepost 62.2 – Bodega Road grade crossing
  • Milepost 62.7 – trestle over Salmon Creek
  • Milepost 63.7 – Freestone
  • Milepost 65.2 – second Salmon Creek trestle
  • Milepost 66.9 – Brown Creek trestle (142 feet tall; historically the tallest of its type in the U.S., constructed in 1876)
  • Milepost 67.6 – Occidental
  • Milepost 68.7 – Maquire Creek trestle
  • Milepost 69.0 – Camp Meeker
  • Milepost 70.5 – Larry Creek trestle
  • Milepost 70.8 – bridge over Dutch Bill Creek
  • Milepost 71 – fifth tunnel
  • Milepost 71.6 – second bridge over Dutch Bill Creek
  • Milepost 71.7 – highway bridge crossing
  • Milepost 73.8 – Monte Rio
  • Milepost 77 – bridge spanning the Russian River
  • Milepost 77.1 – Duncans Mills
  • Milepost 82.1 – bridge crossing Austin Creek
  • Milepost 84.3 – Cazadero, location of the D.H. McEwen Lumber Company’s brief narrow gauge Shay locomotive operation in 1906

Locomotives

Number Manufacturer Configuration Year Built Works Number Remarks
82 Baldwin Locomotive Works 4-4-0 1876 3842 Former NPC/NS/NWP #11; dismantled in 1911
83 Baldwin Locomotive Works 4-4-0 1875 3722 Previously NPC/NS/NWP #3; scrapped in 1913
84 NPC Sausalito Shop 4-4-0 1900 1 Former NPC/NS/NWP #20; assigned to passenger runs Sausalito–Point Reyes; withdrawn in 1920 and scrapped in 1924
85 Baldwin Locomotive Works 4-4-0 1884 7249 Ex-South Pacific Coast Railroad #14; destroyed in accident
86 Baldwin Locomotive Works 4-4-0 1884 7236 Initially South Pacific Coast Railroad #15, later NWP #19 and #86; sold to Duncan Mills Land & Lumber in 1920; scrapped by 1926
87 Baldwin Locomotive Works 4-4-0 1880 4960 Originally South Pacific Coast Railroad #10 then NWP #10 and #87; dismantled in 1917
90 Brooks Locomotive Works 4-4-0 1891 1886 Former NPC/NS/NWP #15; operated final narrow gauge NWP train in 1930; scrapped by 1935
91 Brooks Locomotive Works 4-4-0 1894 2421 Ex-NPC/NS/NWP #16; dismantled in 1935
92 Brooks Locomotive Works 4-4-0 1891 1885 Former NPC/NS/NWP #14; used for passenger service Sausalito–Cazadero; retired in 1926 and scrapped by 1935
93 Baldwin Locomotive Works 4-4-0 1884 7249 Rebuilt in 1924 from wrecked #85; scrapped in 1935
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See also

Footnotes

[1]

References

  • Borden, Stanley T. Railroads of Eureka. The Western Railroader, 1963.
  • Codoni, Fred; Trimble, Paul C. Northwestern Pacific Railroad. Arcadia Publishing, 2006.
  • Dickinson, A. Bray. Narrow Gauge to the Redwoods. Trans-Anglo Books, 1974.
  • Fox, Wesley. Northwestern Pacific Pictorial. Wesley Fox, 1983.
  • Koch, Michael. The Shay Locomotive: Titan of the Timber. The World Press, 1971.
  • Stindt, Fred A. Trains to the Russian River. Pacific Coast Chapter of the Railway & Locomotive Historical Society, 1974.
  • Stindt, Fred A. The Northwestern Pacific Railroad: Redwood Empire Route. 3rd ed., Fred A. Stindt, 1978.
  • Stindt, Fred A. The Northwestern Pacific Railroad, 1964-1985. Vol. 2, Fred A. Stindt, 1985.

Further reading

  • Carranco, Lynwood. Redwood Lumber Industry. Golden West Books, 1982.
  • Drury, George H. The Historical Guide to North American Railroads. Kalmbach Publishing Co., 2000.
  • Drury, George H. The Train-Watcher's Guide to North American Railroads. Kalmbach Publishing, 1984.
  • Kneiss, Gilbert H. Redwood Railways. Howell-North, 1956.
  • Lewis, Edward A. American Shortline Railway Guide. 5th ed., Kalmbach Publishing, 1996.
  • Robertson-Western Railroad.
  • Sievers, Wald & Stindt, Fred A. N.W.P. Narrow Gauge. The Western Railroader, 1969.

External links

  1. ↑ "SMART to acquire North Bay freight operation". 21 May 2020.

Related profiles

CCentral California Traction CompanyLLake Van ArsdaleSSan Francisco cable car systemAAtchison, Topeka and Santa Fe Railway
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