Sacramento Northern Railway
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The Sacramento Northern Railway (reporting mark SN) was a 183-mile (295 km) electric
The SN had been two separate interurban companies connecting at Sacramento until 1925. The Oakland, Antioch, and Eastern Railway was a catenary wire powered line that ran from Oakland through a tunnel in the Oakland hills to Moraga, Walnut Creek, Concord, Pittsburg, to Sacramento. It was renamed the San Francisco–Sacramento Railroad briefly. The Northern Electric Railway was a third rail powered line that ran from Sacramento north through Marysville and Yuba City to Chico. It was renamed the Sacramento Northern Railroad in 1914. In 1928, the two lines combined to become the Sacramento Northern Railway under control of the Western Pacific Railroad which operated it as a separate entity. An extensive multiple-car passenger service operated from Oakland to Chico until 1941 including providing dining car service on some trains. Passenger traffic was heaviest from Sacramento to Oakland. Freight operation using electric locomotives continued into the 1960s.
History
Northern Electric Railway
![](http://upload.wikimedia.org/wikipedia/commons/thumb/b/b7/Sacramento_station_%28Northern_Electric%29_1915_postcard.jpg/220px-Sacramento_station_%28Northern_Electric%29_1915_postcard.jpg)
The original, 93-mile (150 km) route connected Chico with Sacramento. The line began as the Chico Electric Railway (CERY), in operation beginning in 1905.[2] The company had acquired two horse-powered street railways in Chico and Marysville, which were rebuilt for electrification.[3] CERY was sold in 1906, after only a few months of operation, to the newly-formed Northern Electric Railway (NER).[4] Northern Electric extended service to Oroville and Marysville by the year's end, and the line to Sacramento began service in September 1907.[4] A branch from Chico to Hamilton which crossed the Sacramento River via pontoon bridge was completed a few months later.[4]
The company initially sought to expand. The Woodland Branch began service on July 4, 1912, and the Marysville and Colusa Branch started less than a year later.[4] At this time, the company additionally opened the isolated Willota–Suisun–Vacaville branch, intending it as part of an eventual route south of Sacramento.[4] as a stopgap, passengers in Sacramento could transfer to California Transportation Company riverboats in Sacramento to continue on to San Francisco.[5] The NER went into bankruptcy in 1914, and was reorganized into a new corporation named the Sacramento Northern Railroad (SNRR).[3]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/ab/Northern_Electric_Railway_1906_%28cropped%29.jpg/400px-Northern_Electric_Railway_1906_%28cropped%29.jpg)
Oakland, Antioch and Eastern Railway
The Southern Division began as the Oakland and Antioch Railway, which opened its line between Bay Point and Walnut Creek in 1910, extending to Lafayette the following year.
Consolidation
In 1925 the WP created a "new" Sacramento Northern Railway (SNRy), in order to group the growing collection of their interurban railroad holdings.[citation needed] Thus, the Sacramento Northern Railway was created from two distinct interurban railroads. Western Pacific purchased the San Francisco–Sacramento Railroad in 1922 and proceeded to acquire the stock of the NER in 1927; they consolidated operations the following year.[4] By retaining the Sacramento Northern Railway as a subsidiary rather than just absorbing it into the Western Pacific Railroad, the WP earned more income by interchanging freight with a separate Sacramento Northern Railroad due to extra fees earned from shipper-customers by interchanging freight from one railroad (itself) to another (the Sacramento Northern).[10] Western Pacific also owned regional sister electric railroads, the Tidewater Southern Railway (TS) (Stockton to Modesto) and the Central California Traction Company (CCT) (Stockton to downtown Sacramento). The CCT used the same downtown Sacramento terminal and ran directly on Sacramento streets.
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/ae/Electric_railway_journal_%281909%29_%2814575041108%29_%28cropped%29.jpg/400px-Electric_railway_journal_%281909%29_%2814575041108%29_%28cropped%29.jpg)
The two divisions used different voltages as well as different methods of current collection, thus only some powered equipment could traverse the entire Chico to Oakland route. When in Oakland, SN used Key System electric power. Some equipment carried a third rail shoe, a trolley pole, and a pantograph. The differing electrical systems, third rail for the North End and trolley wire for the South End, were retained. Cars from the higher-voltage southern division could operate over the whole line, but those in the northern division were relegated to that territory.[11][clarification needed]
Sacramento Northern also continued to operate
The combined main line extended for 183 miles (295 km) between San Francisco and Chico.
Scheduled service
At 183 miles (295 km), the railroad's Comet and Meteor services between San Francisco and Chico were the longest interurban lines in North America.[14] It was built and operated to first-class railroad standards, such as providing dining and parlor car service and operated at speeds up to 60 miles per hour (97 km/h).[13] Rail service to Oroville ended in 1938 after the bridge into the town center washed out.[15][16] In June 1939 the mainline runs were cut back to three weekday trains from Chico to San Francisco, one from Sacramento to San Francisco, and three from Concord to San Francisco.[16] The fastest train was scheduled at 5 hours 43 minutes from Chico to San Francisco, and 2 hours 48 minutes Sacramento to San Francisco.
Financial issues
As with most interurban railroads in the US, the SN's return on initial investment was lower and its annual operating costs were higher than had been projected at conception. Interurbans, like most railroads, were very labor-intensive, particularly with the labor costs of maintaining motorized rolling stock and repairing electrical systems.
Business decline
The railway suffered from statewide business decline due to the
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/ab/Sn_143_walnut_creek_-_Flickr_-_drewj1946.jpg/220px-Sn_143_walnut_creek_-_Flickr_-_drewj1946.jpg)
Reducing electrification
The SN received its first
Present day segments
A 22-mile (35 km) segment of the SN line in Solano County is owned, operated, and electrified by the Western Railway Museum as a heritage railway. Much of the SN's former equipment is part of the museum's permanent collection.[25]
Segments of the Woodland Branch continue to see limited freight service as well as excursion trips and
Segments of the right of way in
Route
![](http://upload.wikimedia.org/wikipedia/commons/thumb/8/86/Map_of_Northern_Electric_Railway_Connections_c_1912.png/220px-Map_of_Northern_Electric_Railway_Connections_c_1912.png)
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/ab/Sacramento_Northern_Railway.jpg/220px-Sacramento_Northern_Railway.jpg)
Oakland to Sacramento
In June of 1911, SN's predecessor, the Oakland and Antioch, purchased a parcel of land from the Realty Syndicate (associated with the Key System) for its planned terminal yard at 40th Street and Shafter Avenue in Oakland.[29] Construction of the facility began immediately in conjunction with the laying of tracks from the site northward along Shafter Avenue toward the hills.
Although the compact yard at 40th and Shafter was the end of its right-of-way, SN trains continued west along 40th Street on the tracks of the Key System and on to the
The main line ran on single track north up the center of Shafter Avenue in a residential area, passing Emerson Elementary School at 49th Street. At the end of Shafter, the track crossed College Avenue next to Claremont Junior High School and started a long curving 4% grade into the Oakland hills in the Rockridge district of Oakland. It then crossed the Temescal Canyon inlet of Lake Temescal via a bridge. During the preparations for the Broadway (Caldecott) Tunnel project, this inlet was filled in and the Sacramento Northern tracks re-routed along the top of a new high embankment above the lake, buttressed by a massive retaining wall that still exists today.
From Lake Temescal, the tracks ran southeast through the
At Havens, below Saroni Drive, the line entered a short ravine leading to the entrance of a one mile long single-track tunnel under the Oakland Hills. The tunnel itself is still intact but is sealed at both ends. In 1994, home developers filled in the approach ravine and tunnel mouth and constructed residential homes on this fill and on top of the tunnel. The upper foot of the top of the tunnel portal could be observed in the back yard of one of the new homes. A home further northeast behind the first was constructed on top of the unlined tunnel, and by altering drainage in the area caused the tunnel below the home to slowly subside. The home shifted and dropped and had to be removed.
The SN track exited the tunnel into Contra Costa County at Pinehurst Road near Huckleberry Botanic Regional Preserve, and immediately curved over a bridge over Pinehurst Road to run southeastward through Redwood Canyon. The railroad designated a station just outside the tunnel portal as "Eastport." The tunnel portal is no longer visible, largely as a result of a landslide which occurred during the El Niño rains of the early 1980s.
The right of way ran along an extant fire trail near the spot where Pinehurst Road makes a sharp u-turn. This fire trail was previously known as Winding Way on some maps, and was originally an old 19th century logging road built by Hiram Thorn, for bringing redwood logs out of the Moraga Redwoods and to his mill, and then over the mountain into Oakland. Even earlier, the route up the canyon to what is now Huckleberry preserve was a cattle trail for the Spanish and Mexican ranchers, en route to a landing at the mouth of Temescal Creek on San Francisco Bay.
At the sharp curve at Eastport, the tracks immediately crossed over Pinehurst road on a bridge. The right-of-way then headed down Redwood Canyon on a ledge (still apparent today) just above Pinehurst Road, progressing southeast past the small community of Canyon. The line then turned north to Moraga, past St Mary's, and thence northeasterly through Lafayette, Saranap, and the valley past Walnut Creek and to Concord and Pittsburg. Some of the right of way through Contra Costa County is now used by the BART system to Concord.
![](http://upload.wikimedia.org/wikipedia/commons/thumb/2/2a/SNRRtracksatMallard_%284452734049%29.jpg/290px-SNRRtracksatMallard_%284452734049%29.jpg)
At Pittsburg, the tracks ran parallel, adjacent, and south of the Santa Fe and the Southern Pacific main lines, then dropped down, turned north sharply and went under the SF and SP through an underpass to almost immediately reach the SN ferry landing on Suisun Bay. (This track layout and underpass are still shown on a 2009 Google website map of Pittsburg.) The Pittsburg side ferry landing and depot was called "Mallard" by the SN. There a ferry boat (the Ramon) carried an entire passenger train across to a north side landing near Suisun called "Chipps" on Chipps Island.
From here the line proceeded north across an extensive marshland (including Chipps Island and Van Sickle Island) on a long trestle. After the trestle, the tracks continued north through farmland past Montezuma, Rio Vista Junction, and Creed, where there was a branch west to Vacaville and Travis Air Force Base. In 1913 a spur was built that connected Rio Vista Junction to the town of Dixon to the north, but it was unprofitable and was abandoned after a year or two.
Past Creed, the line continued to Dozier and Yolano before crossing the four-mile-long Lisbon trestle into
Past West Sacramento, the line entered the city of Sacramento by way of the "M" Street Bridge (1911), and later by way of its replacement (1935), the
Line section abandonments
Freight service from Oakland to Lafayette ceased on March 1, 1957.[30] Overhead wire and tracks were removed and the Shepherd Canyon tunnel sealed. The former roadbed from St Mary's College through Lafayette was converted to the popular Lafayette–Moraga Regional Trail. The following year, freight service only extended from Walnut Creek to Sacramento.
The ferry Ramon was removed from service in 1954, so SN, through parent Western Pacific, had to obtain trackage rights on the Santa Fe from Stockton to Pittsburg where SN trains could reach SN tracks and freight shippers in Pittsburg and Concord. When the Union Pacific absorbed Western Pacific/SN it obtained further trackage rights on the Santa Fe which extended to Port Chicago where SN had a small yard. Thus, Pittsburg trackage was removed in the early 1990s.
Sacramento to Chico
From the Sacramento depot at present day Terminal Way, the SN's "North End" ran to a Northern Electric-built truss bridge crossing the American River and then on to Rio Linda, to East Nicolaus, then to Marysville where it crossed the Feather River into adjacent Yuba City, split off the branch to Colusa, then went on to Live Oak, split off the branch to Oroville, then to Gridley and to Chico where it terminated. In Chico there were yards and primary shops.
Woodland Branch
The electrified Woodland branch line left the Oakland bound main line at West Sacramento and ran 16 miles (26 km) straight west toward Woodland (known as the Yolo Shortline RR until 2003 and now known as the Sierra Northern Railway).[31][32] The track proceeds across a very long elevated wood viaduct-bridge over the wide Yolo flood plain to enter Woodland and go down Main Street to the Woodland Opera House where the interurban cars turned around. Today SERA terminates shortly before East Street several blocks east of the Opera House. The Woodland terminal was a unique Mission-style structure and was recently reconstructed.[when?] The Sacramento bound interurban cars exited the terminal onto Main Street through a unique archway in the station wall. An additional branch operated on Second Street via tracks owned by the Sacramento and Woodland Railroad.[33]
In Sacramento
The SN entered Sacramento from the north crossing the American River on a through truss bridge. It then proceeded on private right of way between 18th and 19th streets to D street where it turned west in the middle of D to 15th Street then south on 15th to I street where it turned west on I to the city's interurban Union Terminal and interurban car storage yard bounded by H, I, 11th and 12th streets. Trains turned into the terminal leaving the street. It then proceeded west on I to 8th, then turned south to M Street, then west on M over the Sacramento River to West Sacramento. From there it turned south on a direct line to Rio Vista and the delta river crossing on the SN ferry at Chipps.[34]
Marysville and Colusa Branch
The branch to Colusa was built by a nominally independent company and leased by the Sacramento Northern.[35] Passenger services operated between 1913 and 1940. From Colusa Junction, east of Yuba City, the line runs almost directly east through Tarke and Meridian, alongside and north of the Colusa Highway, California State Route 20. It crossed the Sacramento River on a narrow combined rail and vehicle bridge before turning northeast and running to Market Street in Colusa. In 1992 this track and unusual Meridian bridge were still in use and provided the SN with a Southern Pacific-Union Pacific interchange at Colusa.[citation needed]
Danville Branch
This line branched from the southern division south of Walnut Creek at Saranap,[4][36] running south and paralleling the Southern Pacific's Danville Branch. It opened to Danville on March 2, 1914, extending to Diablo Park a few months later in June.[4][36] Service was provided by a single car, numbered 1051. The route proved unprofitable and service ended in 1924.[16][36]
Vaca Valley Line
Northern Electric acquired the failed
Dixon Branch
A branch line to Dixon operated less than three years between 1914 and 1917. It was built by the Sacramento Valley Electric Railroad and operated by the Oakland, Antioch and Eastern. It ran due south from Dixon to Olcott.
Hamilton City Branch
An early branch of the Northren Electric ran between Chico and Hamilton City, primarily to move sugar beets to the sugar processing plant in the latter city. It opened to passenger service on September 13, 1907.[39] The line crossed the Sacramento River on a pontoon bridge.[4]
Freight branches
The railroad additionally operated two long lines exclusively for freight. One ran into the farmlands around Clarksburg and another connected the main line to the formerly isolated Vacaville line.[16] The latter was rebuilt further north when Fairfield–Suisun Army Air Base was installed.
Terminals and stations
Sacramento's first interurban terminal (for the Northern Electric Railway's line from Chico and Yuba City) was at Eighth and J Streets. Sacramento's two other interurban lines, the San Francisco–Sacramento and the Central California Traction (to Stockton) had separate terminals. Pressure from Sacramento to stop loading multiple-car interurban trains on city streets led to construction of a terminal for all three in 1925. This produced the impressive two-story columned brick Union Traction Terminal along I Street between 11th and 12th Streets, near the current Sacramento RT Light Rail 12th & I station. Trains left I street to circle behind the terminal to one of four tracks for passenger loading. The station burned internally 1972 and was removed around 2000.
The SN mission style terminal in Woodland was unusual in that the interurban cars from Sacramento went through an arch in the station's wall to reach a rail yard in the rear. The terminal was adjacent to the Woodland Opera House.
The Oakland terminal was a very compact yard and buildings at 40th and Shafter with a wye connecting to the Key System tracks along 40th.[40] While trains utilized Key System trackage for the final few miles of passenger service in Oakland, SN bypassed all intermediate stops and ran direct to the San Francisco terminal. Initially, trains terminated at the Key System Mole, where passengers could transfer to ferries to San Francisco. Trains to the San Francisco Transbay Terminal lasted over two years at the end of interurban service.
Technical information
Electrification
![](http://upload.wikimedia.org/wikipedia/commons/thumb/6/65/SN_654_at_Marysville%2C_March_1965.jpg/220px-SN_654_at_Marysville%2C_March_1965.jpg)
Because of its history as separate railways as well as the interconnection with the Key System, SN cars had to operate under a number of different electrical standards. The North End was electrified at 600 volts DC, the nationwide standard trolley and interurban voltage at the time of construction. Trolley wire and trolley poles were used only in urban areas. In the open country, the line used a solid, uncovered top-contact third rail. Cars built originally for the North End could not operate south of Sacramento.[41] The South End (former OA&E, Oakland, Antioch, and Eastern) was electrified largely at 1,200 volts DC until 1936,[42] after which it operated at 1,500 volts, with areas of 600 volts in Oakland and Sacramento.[43]
The interurban cars had to use a
The SN's south end high-quality electrification used
Cars and trains
Sacramento Northern offered
Suisun Bay crossing and ferry
Planned bridge
The Oakland, Antioch and Eastern needed to cross Suisun Bay, and chose to do so between
Car ferry service
The railway was one of only two interurbans to operate a car ferry, and was the longer and more ambitious of the two. The first ferry constructed, the 186-foot (57 m) Bridgit (a pun on "Bridge It") was constructed of wood in San Francisco and launched in July 1913. It was destroyed by fire on May 17, 1914.
![](http://upload.wikimedia.org/wikipedia/commons/thumb/3/3d/SNRRferryRamon_%284646865528%29.jpg/220px-SNRRferryRamon_%284646865528%29.jpg)
After unsuccessful experiments with an unpowered barge, the railroad rented car floats from other railroads in the area and commissioned a new, steel ferry from the Lanteri Shipyard in nearby Pittsburg. The Ramon was constructed entirely from flat steel plate to save time, and had no curved surfaces on its hull. It was double ended with a central, raised bridge in the typical carfloat style. Power was by a 600 horsepower (450 kW) distillate engine, one of the largest constructed, which was insufficient to counteract high winds and currents in the bay.
Three tracks were installed on the deck, all long enough to carry three passenger cars or five freight cars. All three could not be used at the same time; the central track overlapped the other two, and either the single central track or the two outside tracks could be used, depending on load. All tracks were equipped with powered trolley wire.
The Ramon was retired in 1954 after a Coast Guard inspection determined that the hull plating was no longer in a safe condition, and it was scrapped locally.[6]
Bridges and viaducts
![](http://upload.wikimedia.org/wikipedia/commons/thumb/d/d2/Sacramento_Tower_Bridge_%282007%29.jpg/220px-Sacramento_Tower_Bridge_%282007%29.jpg)
The SN had two very long wood piling viaducts that crossed the Yolo flood plain. The Lisbon trestle near Rio Vista was built by the OAE as part of the main line on the north side of Suisun Bay;[24] a 4,000-foot (1,200 m) section collapsed into the flood plain in 1951,[48] with the replacement only in service a few years before abandonment. The Yolo causeway is an 11,000-foot (3,400 m) trestle built by the Northern Electric as part of their extension to Woodland.[49]
The M Street Bridge between Sacramento and West Sacramento was built in 1911 by the Northern Electric. It was a center-bearing
California State Route 20 crossed the Sacramento River at Meridian on a bridge also carrying the Sacramento Northern's line to Colusa. The tracks were in the center of the bridge and the two highway lanes were on the sides. It was replaced in 1977.[citation needed]
See also
References
- ^ Rowsome & Maguire 1956, p. 176, Photo of a Sacramento Northern five car passenger train turning a Sacramento street corner
- ^ Groff, Garth G. "Birney Streetcars on the Sacramento Northern". Sacramento Northern Online. Retrieved September 13, 2012.
- ^ a b Trimble 2005, p. 9.
- ^ a b c d e f g h i j k Hilton & Due 1960, p. 398.
- ^ Trimble 2005, p. 23.
- ^ a b c d e Bowen, Jerry (January 13, 2002). "The Ramon had a tendency to roam". The Reporter. Retrieved May 30, 2024.
- ^ "Oakland-Antioch Service Opens Monday". The Recorder. San Francisco, California. April 4, 1913. pp. 1, 12. Retrieved May 31, 2024 – via Newspapers.com.
- ^ "Oakland, Antioch and Eastern". The San Francisco Call. San Francisco, California. April 8, 1913. p. 18. Retrieved May 31, 2024 – via Newspapers.com.
- ^ "Regular Service Now". Daily Gazette-Martinez. Martinez, California. September 4, 1913. p. 1. Retrieved May 31, 2024 – via Newspapers.com.
- ^ a b Bay Area Electric Railroad Association (2006). "History of the Sacramento Northern Railway". Western Railway Museum.
- ^ Swett 1963h.
- ^ Trimble 2005, p. 27.
- ^ a b Demoro 1986, p. 12
- ^ Middleton 1961, p. 286.
- ^ Trimble 2005, p. 15.
- ^ a b c d e f g Hilton & Due 1960, p. 400.
- ^ Swett 1951.
- ^ "Last Electric Train Runs To Bay". The Sacramento Union. Sacramento, California. August 27, 1940. p. 7. Retrieved June 4, 2024 – via Newspapers.com.
- ^ "Rail Service to End Today; Bus Lines to Take Over". The Chico Enterprise. Chico, California. October 31, 1940. p. 3. Retrieved June 4, 2024 – via Newspapers.com.
- ^ "Contra Costa Commuters Now Take Bus As Old Sacramento Northern Line Ends Service". Contra Costa Gazette. Martinez, California. July 2, 1941. p. 8. Retrieved June 4, 2024 – via Newspapers.com.
- ^ Levy, Daniel. "Sacramento Northern Railway". OB&E. Archived from the original on January 10, 2013. Retrieved September 15, 2012.
- ^ Swett. History of the Sacramento Northern. Interurban Press.[full citation needed]
- ^ Vince Abbate, Vince Abbate (September 20, 2007). "Rail days". Chico News & Review. Retrieved June 14, 2020.
- ^ a b Groff, Garth G. (November 24, 2011). "The Great Lisbon Trestle Collapse of 1951". Sacramento Northern On-Line. Feather River Rail Society.
- ^ a b Trimble 2005, p. 109.
- ^ Trimble 2005, p. 25.
- ^ Trimble 2005, p. 73.
- ^ Fancher, Lou (August 21, 2013). "'There used to be a railroad here:' Historian tells of Sacramento Northern, central Contra Costa's early 20th century version of BART". Mercury News. Retrieved May 31, 2024.
- ^ "New Railroad Purchases Site". San Francisco Call. June 9, 1911. p. 8.
- ^ "Rail Line Studied as Transit Aid". Oakland Tribune. Oakland, California. February 7, 1957. pp. 1, A. Retrieved May 31, 2024 – via Newspapers.com.
- ^ "Sacramento River Train History". Archived from the original on September 2, 2006.
- ^ "Our Train". Sacramento RiverTrain. Retrieved May 5, 2020.
- ^ Adams, Mike (August 30, 2018). "Sacramento Northern Railway track uncovered". Daily Democrat. Retrieved May 27, 2024.
- ^ Sacramento streetcar system map, 1930 (Map). Fifty-Three Studio.
- ^ "Electric Railways". Commercial and Financial Chronicle: Supplements. 105 (2727): 117. September 29, 1917.
- ^ a b c "The Era of the Electric Trains". Contra Costa Times. Walnut Creek, California. April 12, 1964. p. 5. Retrieved May 31, 2024 – via Newspapers.com.
- ^ "To begin train service". The San Francisco Daily Journal of Commerce. San Francisco, California. May 16, 1914. p. 1. Retrieved June 1, 2024 – via Newspapers.com.
- ^ "Ready to Start Service". Vallejo Evening News. Vallejo, California. May 8, 1914. p. 3. Retrieved June 3, 2024 – via Newspapers.com.
- ^ "Northern Electric Opens New Line to Hamilton". Chico Weekly Enterprise. Chico, California. September 13, 1907. p. 5. Retrieved June 14, 2024 – via Newspapers.com.
- ^ Trimble 2005, p. 74.
- ^ Hilton & Due 1960, p. 63.
- ^ Central Electric Light and Power Stations and Street and Electric Railways with Summary of the Electrical Industries. U.S. Government Printing Office. 1915. p. 406. Retrieved February 7, 2021.
- ^ a b Hilton & Due 1960, p. 64.
- ^ Middleton 1961, p. 26, The Bay Cities Limited pausing at the Sacramento interurban station
- ^ Demoro 1986, p. 18-19.
- ^ a b Middleton 1961, p. 290
- ^ "Solano: The Way it Was". The Reporter. January 13, 2002. Archived from the original on December 23, 2005. Retrieved December 24, 2008.
- ^ "21-Car Train Plunges Into Canyon, 4 Hurt". Oakland Tribune. Oakland, California. July 25, 1951. p. 1. Retrieved May 31, 2024 – via Newspapers.com.
- ^ Hilton & Due 1960, p. 198.
- ^ Fisher, James; Snyder, John W. Sacramento River Bridge (Tower Bridge; M Street Bridge), HAER No. CA-73 (PDF) (Report). National Park Service. Retrieved July 27, 2015.
Bibliography
- Demoro, Harre W. (1986). California's Electric Railways, Interurbans Special #100. Glendale, California: ISBN 978-0916374747.
- OCLC 237973.
- OCLC 4357897.
- Rowsome, Frank; Maguire, Steve (1956). Trolley Car Treasury. New York City: Bonanza Books. OCLC 512280.
- Swett, Ira L. (1951). Sacramento Northern. Interurbans Special #9 (1st ed.). Interurban Press. ASIN B00AVYI5QQ.
- Swett, Ira L. (August 1963h). Cars of Sacramento Northern. Interurbans Special #32 (1st ed.). Interurban Press.
- Trimble, Paul C. (2005). Sacramento Northern Railway. Charleston, South Carolina: LCCN 2005928799.
Further reading
- Asay, Jeff S. (2018). The iron feather: a corporate history of the Western Pacific and Sacramento Northern railroads. Lockridge Press. OCLC 1101136897.
- Demoro, Harre W. (1972). Sacramento Northern Railway. Philadelphia, PA.: National Railway Historical Society, Volume 37, No. 6.
- Demoro, Harre W. (2008). Sacramento Northern. Wilton, California: Signature Press. ISBN 978-1930013254.
- Duke, David (2007). West Coast Interurbans. San Marino, California: Golden West Books. OCLC 213385607.
- Harrison, James H. (2002). Sacramento Northern Gallery. Bellflower, California: Shade Tree Books. ISBN 0930742028.
- LCCN 67020155.
- Stanley, David; Moreau, Jefferey (2002). Central California Traction. Lompoc, California: Western Star Distributors. ISBN 1-930013-06-X.
- Swett, Ira L. (1962). Sacramento Northern. Interurbans Special #26 (1st ed.). Interurban Press. ASIN B00Y4IVEQS.
- Swett, Ira L. (October 1963j). Sacramento Northern Album. Interurbans Special #34 (1st ed.). Interurban Press.
- Swett, Ira L. The Sacramento Northern Railway. Glendale, California: Interurban Press. These are probably the most complete and detailed reference materials available regarding the Sacramento Northern Railroad. Author and publisher Swett, now deceased, spent a lifetime producing publications about interurban railways nationwide. Some are available in the Library of Congress.
External links
![](http://upload.wikimedia.org/wikipedia/en/thumb/4/4a/Commons-logo.svg/30px-Commons-logo.svg.png)
- Sacramento Northern Online.com: extensive Sacramento Northern coverage with history and photographs.
- Abandonedrails.com: Interactive map of the Sacramento Northern Railway
- Niagararails.com: Map of the Sacramento Northern lines.
- Oberail.org: Sacramento Northern Railway history and photographs
- Yahoo Group: Sacramento Northern book
- Bayarearailfan.org: newspaper article on SNRR (1994)
- Blu-streak.com: Oakland Antioch and Eastern Railroad−OA&E, maps and photos
- Bay Area Rails.org: Sacramento Northern RR photos
- Western Railway Museum.org: Operating trolley museum at Rio Vista Junction, Solano County — history and photos of SNRR.