I've got hundreds of documents about this line I've just digitized and should get posted to my site hopefully in September. In the meantime, here are some transcripts of NP documents concerning the line:
http://sdp45.blogspot.com/2008/10/across-central-washington-on-milwaukee.html
ICC valuation of the branch from 1922:
http://sdp45.blogspot.com/2009/10/ritzville-branch-valuation.html
A map (that is much too small). Be sure to click on the map to make it a teeny bit bigger:
http://sdp45.blogspot.com/2009/03/map-of-np-ritzville-branch.html
Here is a transcript for one of the NP documents I referenced above:
Northern Pacific Railway
Ritzville, Wash., June 10th., 1910
Mr. W.L. Darling, Chief Engineer,
St. Paul, Minn.
Dear Sir:-
I am sending you herewith maps, profiles and estimates covering the work of widening roadbed on the Ritzville Branch to mainline standards etc. One of the estimates covers widening of roadbed and additional passing tracks, and the other covers revision of curves to 3 degree maximum in addition to the above.
These estimates are on a basis of widening cuts with steam shovel and train haul with the exception of line change in Mile 29, which can be mere economically handled by team outfit or shovel and dinkey cars.
The line changes shown in Mile 30, reducing from 4 degree to 3 degree, and Mile 34, reducing from 5 degree to 3 degree, add but little to the cost of the work, except for the 7 acres right of way estimated, and I would recommend making these changes. Also the expense of making the change in Mile 23, reducing from 5 degree to 3 degree, is small as the rock in that cut can all be used to advantage for riprap and in my judgement that work should be done. Estimates for line changes in Miles 24, 25 and 29 are also shown on profile and the cost of these changes is practically all in excess of cost of widening roadbed.
In estimating train service for this work, I have made use of figures for train haul on ballast, furnished me by your office the first of the year, adding a few cents per yard of material as train service for this kind of work will undoubted be a little higher than for ballast work account of delayed moving from one cut to another.
Most of the pipe culverts are long for the present width of roadbed and a little riprap at the ends will act as a retaining wall, saving cost of additional pipe, and also afford protection against flood water. I have included the cost of calking pipe in my estimates as I think that several washouts on the line are directly chargeable to pipe not being calked.
Yours truly,
(M W Howland)
Asst. Engineer
And another:
Northern Pacific Railway Company
Ritzville, Wash., June 20th, 1910
Mr. W.L. Darling, Chief Engineer,
St. Paul, Minn. D
Dear Sir:-
Yours of the 13 inst regarding methods for handling barge and stretching cables in connection with the sounding of Columbia River at Crossing two miles north of Sand Hollow, The easiest way to handle the barge and cables is with power boat but in my judgement we can move the barge with teams at a fraction of the expense and I have men and teams at that work this morning. Captain Griggs to whom Mr. Nutt refers, asks $25.99 per day for use of the boat and a guarantee of use to the extent of $1000, which with wages for the crew and fuel would amount to not less than $2500. I estimate the cost of doing this work with men and teams as about $500, which amount is nearly double the estimate given me by river men.
Staples has his drill set up on the west bank of the river and is ready to drill as soon as supplies ordered by Mr. Stevens are received. The car N.P. 28027 in which pipe and rope were shipped was delivered to the Seattle Division June 10th but we can find no record of and freight for Lind or Beverly. We have been endeavoring to get the supplies we need locally and may get started tomorrow but will be delayed again soon if we do not get the supplies ordered through Mr. Stevens.
Yours truly,
(M W Howland)
Asst. Engineer
