After reading Mr.Spreen's article I object on two issues . Mr. Spreen begins by stating he was a warehouse/ deliveryman for Rice supply in 1976 thereby giving the impression he was familiar with railroad operations on the NWP and speaks with some kind of authority. When in 1976 did the NWP offer less than freight car loadings out of San Rafael? A couple of pallets were shipped out of SAN RAFAEL by rail each week . This did not happen . Less than carloads were stopped with the last passenger train out of San Rafael in 1958.Also Mr Spreen states that the two days port shipping advantage is lost by the two days rail transit time between Eureka and the UP interchange at Fairfield. In 1975 number 75 the timetable freight left Eureka and arrived in Schellville twelve hours later.Add in two hours Schellville to Faifield and rail is 14 hours transit time not 48. Most rational people would agree that rail service is years away from Eureka. Why not work with the local authorities and help create a bike path AND preserve the railroad branchline from Eureka to Samoa. Rail historians help here . Were is an example of a bike path converted back to a working railroad?