Before Thought for an Afterbay, Part 2 – The Solution

The last update dealt with possible options the Sacramento Northern Railway, SN, and their parent company, the Western Pacific, WP, were considering in the late 1950s to prepare for the loss of SN right-of-way at Lorraine as part of the Afterbay construction for Oroville Dam. The favored option was obtaining trackage rights from the Southern Pacific, SP, between Live Oak in Sutter County and Durham in Butte County. Shown here, a south view from the Durham-Dayton Highway In 2018 just east of the Midway and Union Pacific mainline.

L321-05-Stuart Swiedler Photo, (Image 1 of 54)

Same view, but now Apr. 28, 1940, the SN mainline and depot, and warehouse with boxcars on two of the spurs.

L321-10-R. Olson Photo, Courtesy BAERA, Western Railway Museum Archives, 55719sn, (Image 2 of 54)

These drawings from Mar. 29, 1966 provide for the changes to be made to create the SN-SP connections at Live Oak and Durham, as well as the runaround track at Oroville Junction to create a freight terminus north of the Afterbay. Note the absence of any plans south of the Afterbay, to be addressed at the conclusion of this update. Also, this document served as Exhibit “A” in the SN-SP trackage rights agreement to be reviewed later in this presentation.

L321-15-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 3 of 54)

Next a comparison of Central Durham from 1941, top, to 2023, bottom, turned such that north is to the right. The Durham-Dayton Highway runs up-down or east-west at the center of the images. Labeled items will be explained shortly. The two railroad lines came fairly close to one another, but there was no interchange track here. For this update, the focus will be on the SN-SP connection was made just north of the highway, and the portion of SN mainline to be lost to the south or left of it in these images.

L321-20-c-7490_419, Courtesy of UCSB Library Geospatial Collection, top, Google Earth, Bottom, (Image 4 of 54)

The close SN-SP alignment is illustrated in this south view along the NE right-of-way ca. 1910 as the tracks approached the center of town. Note the train on the SP tracks.

L321-25-Northern Electric Photo, Courtesy BAERA, Western Railway Museum Archives, 239405sn, (Image 5 of 54)

Panning across the SN Durham station facilities east to west, this south view ca. 1940 shows the warehouse and the adjoining siding. SN Employee Timetable no. 20 from Apr. 23, 1939 indicates that the siding and the ones visible in the 1941 aerial had the capacity of holding 27 freight cars. This rare shot of a passenger train alongside the depot featured a three-car train with SN Bidwell on the rear.

L321-30-Paul Smith Photo, Courtesy BAERA, Western Railway Museum Archives, 162269sn, (Image 6 of 54)

Shifting more to the west, the left edge shows the stock corral behind the depot, one of 25 listed in the 1939 SN employee timetable. To the west is the second-generation SP depot, built in 1913 after the SP razed the 1874 depot built by the California and Oregon Railroad. Note the brown warehouse building behind the depot and hopper cars, present here in this July 16, 1940 southwest view, but soon to be missing from this location by the end of the decade.

L321-35-Howard T. Wolfe Photo, Courtesy BAERA, Western Railway Museum Archives, 239432sn, (Image 7 of 54)

The flood that overwhelmed Oroville on Dec. 11, 1937 made its presence known in Durham as well, south view.

L321-40-Dudley Thickens Collection via Moreau Coll, Courtesy BAERA, Western Railway Museum Archives, 162899sn, (Image 8 of 54)

The flood waters persisted along the warehouse as shown in this south view sometime later. This image also provides a clearer documentation of the writing on the north-facing wall as the Sacramento Northern Railroad Warehouse, the successor of the NE.

L321-45-Courtesy BAERA, Western Railway Museum Archives, 205491sn, (Image 9 of 54)

Ahead to Sept. 1949 and a south view along the SP right-of-way, note that the brown warehouse behind the SP depot is gone. The building now in view south of that location labeled as the Northern Star Mills, also served by the SN at its facility on W. 16th in Chico, and its retail outlet by the Big Chico Creek.

L321-50-Durham, Durham Station, Northern Star Mills, 9-1949, Ted Wurm Photo, Courtesy BAERA, Western Railway Museum Archives, 30236sp, (Image 10 of 54)

This south view had to have been taken sometime after the previous image from 1949 based on the tall structure along the right edge. Note that by this time the third rail is long gone and at least the passenger side of the SN depot has been shuttered. Jeff Asay noted that the train order semaphores have been removed.

L321-55-Courtesy BAERA, Western Railway Museum Archives, 239403sn, (Image 11 of 54)

Evolution of the SN and SP facilities can be seen in these three north-oriented aerials. Baseline in 1941; the loss of the brown warehouse, turquoise arrow, and addition of large structure in 1952, green arrow; and the absence of the SN depot by 1962, and either the reduction in size or demolition in process of the SP depot, yellow arrow. The SP closed the depot on Sept. 19, 1959, and retired it in 1960 according to Henry Bender’s “Southern Pacific Lines Standard-Design Depots”. More on the SP depot and the attributions for the aerials used next.

L321-60-Multiple Attributions, (Image 12 of 54)

Adriana Farley explains in her website, “Durham Locations, Landmarks, Lads and Ladies”, that two portions of the depot were moved north of the Durham-Dayton Highway, in 2024 still the Lavender Blue, red arrow, and Red Rooster Cafe, yellow arrow. Attr. of aerials last two panels: Courtesy of UCSB Library Geospatial Collection: c-7490_419, 10/29/1941; aax-1952_6k-71, 07/01/1952; Aerial Collection, Archives and Special Collections, UC Davis Library: BUT 3-116, G4363 E8A4 1962 C2 Cartwright, 06/28/1962; Google Maps. Click here for Durham website.

L321-62-Multiple Attributions, (Image 13 of 54)

The surviving freight customers as of ca. 1957 according to the WP Circular No. 167-E ca. 1957 are shown here, Tarke Warehouse Co. occupying the single SN warehouse.

L321-65-Courtesy Bruce Eldridge, (Image 14 of 54)

Seen here are two north-facing aerials illustrating the SN-SP connection that was created at Durham. The red arrow indicates the portion that would remain SN mainline to Chico, the green arrow points to the track leading south toward Oroville Jct. that will serve for 4 years as a branch line. Attr: Aerial Collection, Archives and Special Collections, UC Davis Library G4363 E8A4 1962 C2 Cartwright, 06/28/1952, left; aax-1970_3ll-99, 07/06/1970, Courtesy of UCSB Library Geospatial Collection, right

L321-70-Multiple Attributions, (Image 15 of 54)

A detail from the Mar. 29, 1966 drawings shown earlier highlights the connector track to be added as well as the runaround track to the north. By the way, an image of the latter was not seen in the previous aerial from 1970. Unfortunately, other aerials from this time period were not available to document that it was in place by this date.

L321-75-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 16 of 54)

The following diagram from Feb. 2, 1965, and the undated on that follows next, provide technical schematics of the project at Durham.

L321-80-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 17 of 54)

Here a second undated technical schematic of the project at Durham. The take away from these two figures is that the project was rather straightforward with no difficult physical obstacles to overcome.

L321-85-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 18 of 54)

Next, a series of images taken by Wayne Monger of the Chico Local showing the SN-SP connection at Durham ca. 1980. Starting furthest north, WP 707 and freight are back on the SN mainline approaching the runaround track heading north.`

L321-90-Wayne Monger Photo, Courtesy Wayne Monger, (Image 19 of 54)

SN 712 sits between the two mainlines in this northeast view ca. 1980. The operation of the switch box seen open during this maneuver will be explained later in this presentation.

L321-95-Wayne Monger Photo, Courtesy Wayne Monger, (Image 20 of 54)

The tail end of a Chico Local crossing off the SP mainline is seen in this south view ca. 1980.

L321-100-Wayne Monger Photo, Courtesy Wayne Monger, (Image 21 of 54)

Taken from a northwest view, the freight is seen crossing over to the SN mainline ca. 1980.

L321-105-Wayne Monger Photo, Courtesy Wayne Monger, (Image 22 of 54)

With WP 707 approaching the Durham-Dayton Highway on the SP mainline, this southwest view ca. 1980 is a reminder that the SN track south of the crossing had been abandoned in 1971. More details about this event in the next presentation.

L321-110-Wayne Monger Photo, Courtesy Wayne Monger, (Image 23 of 54)

Surveying the area in 2019 did not reveal any traces of the SN-SP connector. There was one remaining rail of the former SN mainline, red arrow, in the north facing aerial, left, and northwest ground view, right, in 2019, still present in 2024.

L321-115-Courtesy Google Maps, l, Stuart Swiedler Photo, r, (Image 24 of 54)

Next to document the SN-SP connection to be placed in Live Oak. Presented here are two aerials from 1941 and 2024, respectively, rotated ninety degrees such that north is to the right. For this presentation, only the small portion to the right or where the SN and SP crossed will be covered. The remainder of Live Oak remained on the SN mainline until the Chico Local was terminated at the end of 1985, and will be reviewed in a future presentation in the Central Valley Connections section of his website.

L321-120-c-7490_445, Courtesy of UCSB Library Geospatial Collection, top, Google Earth, Bottom, (Image 25 of 54)

On the left, a north aerial view of Live Oak from Mar. 7, 1958. This SN mainline to the north may be followed all the way to the curve at Peachton, red arrow. The area boxed in yellow is presented on the right, showing that the image was well framed, but the focus or quality of camera does not compare to most images taken by the Division of Highways. The green arrow marks the SN, right to left, crossing the SP, up and down, and the relatively recently added Highway 99 heading east to the right border.

L321-125-Copyright California Department of Transportation, 5884-2, (Image 26 of 54)

Relative to other major SN crossings with other railroads documented in the electric era, the earliest image of the Live Oak crossing comes from a Bay Area Electric Railroad Association excursion in the North End with Budd RDC-1 railcar demonstrator on Jan. 29, 1950. This northeast view also shows the interlocking signal control station making sure the once-a day freights did not interfere with more frequent SP service. Between the railcar and the signal along the tracks is a “City Limit” sign, that will be discussed in the Live Oak update to come.

L321-130-Robert L. Stein Photo, Courtesy BAERA, Western Railway Museum Archives, 76012sn, (Image 27 of 54)

Past the crossing to the northeast, the RDC-1 car heads to the crossing of Highway 99 on that same Jan. 29, 1950 excursion, east view.

L321-135-Arthur Lloyd Photo, Courtesy BAERA, Western Railway Museum Archives, 125474sn, (Image 28 of 54)

Two interesting early NE-era images are presented here. A print of the image on the left was labeled “Sangler Home”, possibly referring to the house to the left or south of the train. The NE train is approaching the Hampton Rd. grade crossing to the west of the SP crossing. The picture was taken from an elevated vantage point, the most likely candidate being the tower at Torres as the area was known as, at least the back of the print was labeled as such, right.

L321-140-Moreau Collection, Courtesy BAERA, Western Railway Museum Archives, 144257sn, l, 144258sn, r, (Image 29 of 54)

Looking at various SN Employee Timetables as dated in this figure, the function of the tower appears to have been replaced in 1925 by the interlocking block signals.

L321-145-Courtesy BAERA, Western Railway Museum Archives, 13474, l, 13453, r top, 13454, r bottom, (Image 30 of 54)

Next to focus solely on the SN-SP connection that was created at Live Oak, seen here in these two north-facing aerials. The red arrow indicates the portion that would remain SN mainline to Yuba City, the green arrow points to the track leading north toward Peachton that will serve for 4 years as a branch line. Attr: cas-but_3-158 06/28/1962, Courtesy of UCSB Library Geospatial Collection, left; Aerial Collection, Archives and Special Collections, UC Davis Library, G4363 S9A4 1971 U6, 05/12/1971, right

L321-150-Multiple Attributions, (Image 31 of 54)

A detail from the Mar. 29, 1966 figures shown earlier depicts the connector track as well as the runaround track to the south that would be added.

L321-155-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 32 of 54)

The following diagram from Nov. 11, 1964, and the diagram that follows next provide technical schematics of the project at Live Oak.

L321-160-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 33 of 54)

Lastly, the proposed runaround track at Live Oak dated Feb. 2, 1965 is shown here.

L321-165-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 34 of 54)

Finding an oblique aerial view of the new SN-SP connection at Live Oak was a challenge, but the north-oriented one on the left from Apr. 25, 1973 that covers the SN right-of-way from Live Oak in the upper right down to Paseo Rd. in the lower right did the trick. See the detail of the new S-shaped connection on the right. No ground images were found of the active branch to Peachton, but images of SN trains coming north from the mainline onto the SP are plentiful.

L321-170-Copyright California Department of Transportation, 18689-4, (Image 35 of 54)

Next, a series of images taken by Tom Messer and Wayne Monger of the Chico Local heading north from the SN mainline onto the SN-SP connection at Live Oak ca. 1980. SN 712 and freight wait at the Hampton Rd. grade crossing west of the SP mainline in this southwest view until the SP freight heading south passes.

L321-175-Tom Messer Photo, Courtesy Wayne Monger, (Image 36 of 54)

With the SP freight out of sight to the south, SN 712 approaches the SP mainline to head to Chico.

L321-180-Tom Messer Photo, Courtesy Wayne Monger, (Image 37 of 54)

From a slightly different southwest angle, WP 707 waits at the Hampton Rd. grade crossing, left, for a SP train to pass, right, northeast view, both ca. 1980.

L321-185-Wayne Monger Photos, Courtesy Wayne Monger, (Image 38 of 54)

Continuing with north views circa 1980 with WP 707, in addition to flipping the switch to enter the SP mainline, an electronic box also alerted the SP as to the Chico Local’s presence. More about this coming up. Note in the right panel that there are no tracks coming off the SP mainline heading northwest toward Peachton south of the Afterbay as those tracks had been abandoned in 1971, although still present in 1973 based on the previous oblique view.

L321-190-Wayne Monger Photos, Courtesy Wayne Monger, (Image 39 of 54)

Ahead to 2018, and a review of the area just covered. Starting at Highway 99, an east view on the left, a west view on the right, show the SN entry into the Live Oak area.

L321-195-Stuart Swiedler Photos, (Image 40 of 54)

In 2019, an aerial south view along Nevada St. shows the outline of the grade crossing leading to the original SN-SP crossing, and the analogous approach as part of the connector. These outlines are still present in 2024. Ground shots from 2019 were included at the beginning of the last update.

L321-200-Google Maps, (Image 41 of 54)

To the west of the UP tracks in 2018, a ground view to the north shows where the connector once crossed the road, left panel, as shown at the beginning of the last update. As to where the original crossing track passed over Hampton Rd. is approximated by the red line in the central panel. Walking over the section did not reveal an obvious crossing, but taken at a low angle from the south viewed north, right panel, a visible rise is appreciated, as well as extension onto the grassy curb.

L321-202-Stuart Swiedler Photos, l and r, Google Maps, c, (Image 42 of 54)

Finally to the agreements forged between the interested parties to make this project a reality. Proceeding by the dates of finished agreements, the SN and SP agreement for the former to gain trackage rights dated Mar. 10, 1966 is shown here. Exhibit “A” was shown in panel L321-15. The text boxed in blue recognizes the serious task at hand, delivering freight on time. All for $15k per year. Jeff Asay noted that paragraph 2 specifically limits SN to "bridge" trackage rights on the SP and SN shall not have any right to serve shippers or build industry tracks. This is common language in this type of trackage rights agreement. More follows ...

L321-205-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 43 of 54)

More text of the Mar. 6, 1966 agreement for those who want to see the details is presented here. The statement boxed in blue suggests that the State would pay for the $15k per year SP fee, but this was not clarified by the documents at hand.

L321-210-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 44 of 54)

The SN was committed for five years by this agreement, blue box. Whether the agreement was ever revised was not investigated, but the use of the connection ended with the abandonment of the Chico Local at the end of 1985. L. D. “Mike” Michelson was a WP lifer, starting from high school and working his way up from the bottom to become WP General Manager, and soon thereafter transition to eventually become President and General Manager of the SN and Tidewater Southern. W. D. Lamprecht, was the SP Vice President-System Operations.

L321-215-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 45 of 54)

Next, the agreement with the California Dept. Of Water Resources executed on Apr. 26, 1966. It paid a sum of $300K for damages, and was set up to pay for all the work requested (even the runaround track at Live Oak that was removed from the plans.)

L321-220-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 46 of 54)

Details, details and more details …

L321-225-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 47 of 54)

The paragraph in the blue box leads this update to the next set of governmental bodies …

L321-230-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 48 of 54)

… namely, the approval of the Interstate Commerce Commission, the California Public Utilities Commission, the City of Live Oak, and …

L321-235-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 49 of 54)

… Reclamation District 777, their jurisdiction over the area including Live Oak since 1907  seen on the map on the left.  For more information on Reclamation District 777, click here.

L321-240-Courtesy BAERA, Western Railway Museum Archives, 39641, and Reclamation District 777, (Image 50 of 54)

Finally, opening day arrives and all the agreements signed come into play.

L321-245-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 51 of 54)

These three bulletins deal with the general operational changes, left, new rules governing the use of switches and notification with the SP, center, and the creation of two branch lines out of the remaining track from Durham to Oroville Jct. and Live Oak to Peachton, respectively. Although the map shown in L321-15 shows active track at Oroville Jct., the documents from the late 1950s reviewed in the last update never made mention of retaining these segments. They offered other costly alternatives rather than this very simple best use of existing track.

L321-250-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 52 of 54)

To be complete, three notices concerning the new routing, plus a follow-up on Feb. 13, 1967 as to the status of the original grade crossings and the new ones.

L321-255-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 53 of 54)

This map from the SN Employee Times No. 1, Apr. 23, 1967 allows the changes reviewed in this update to be aligned timewise with the changes already completed south of Marysville on the SN North End, those latter changes already reviewed in earlier updates in this series. Next time, a review of the lost section of SN mainline between Live Oak and Durham. Appreciation to Wayne Monger and Tom Messer for their images at Live Oak and Durham post connection, and to Jeff Asay for providing editorial comments and additional insights to the material presented.

L321-260-Courtesy BAERA, Western Railway Museum Archives, 39641, (Image 54 of 54)