Last Update:  January 16, 2010
This map shows the current operational line of the Oregon Pacific Railroad, East Portland Line.   The branch line starts at the UP/OPR
interchange in East Portland and continues south to the Milwaukie Industrial Park where most of the OPR's customers are located.   The OPR
shops are also located within this area.  The track follows along the Willamette River and is flanked by the river on one side and scenic wetlands
on the other side and is some of the most scenic inner city track in the country.
Milwaukie and beyond.  These maps show the old Portland Traction railroad that used to run beyond Milwaukie to Boring but was abandoned and scrapped just prior to
Mr. Samuels taking over the operation.
History of the East Portland Branch
The history of this line dates back to the 1890s.   There's more history than we could cover in this article, which is dedicated
specifically to the Oregon Pacific Railroad.  However, there is a page dedicate to some of the abandoned portions of the
Portland Traction Company, which contain some in depth history.  (Although that page is in need of an update.)  Craig Bass
has a good history page on the former Portland Traction Company through the 1980s.

The current Oregon Pacific Railroad East Portland Branch is essentially the last 5 miles of what was once a vast network of
electric railroads that extended all over Portland and into Oregon City, Gladstone, Boring and as far as Estacada.   It all
started in 1891, when the East Side Railway Co. was incorporated to build a line from the Columbia River to Eugene.  Of
course, it didn't exactly work out that way.   But by July, 1891, the line we know today as the East Portland Branch of the
Oregon Pacific, was constructed.   During the 1890s, the line operated essentially in East Portland and Milwaukie, reaching as
far as Gladstone and Oregon City.  Motive power was a combination of steam engines,electric engines, and electric trolleys.  
In 1901, the line was taken over by the Portland City & Oregon Railroad Co.

In 1892, the original car shops were built in Milwaulkie.   In 1901, they were extensively expanded into the structure that would
exist as recently as 2003.  Destroyed in 2003, the shop buildings existed well over 100 years.   In 1901, construction of one of
the branch lines from Milwaukie to Estacada began.   The line was built to allow construction of several major electric power
dams in the Estacada area.

In 1902, the railroad was renamed the Oregon Water Power & Railway Company.  Although this name was short lived, several
of the  substations along the old route have signage from this era with the lettering OWP&R that can still be seen today.

The line was completed by 1903, with the dams finished by 1907.   For decades, the line operated both as a freight line and
passenger line using mostly electric engines and trolleys, with power supplied by the electric dams.  By 1906, the company
was sold to Portland General Electric and Portland Railway Company.   By 1908, all of the electric interurban railroads within
the City of Portland and the lines discussed above were merged into the Portland Railway Light and Power Co.

During the 1920s and 1930s, the Estacada line served passengers, freight, and even had several logging railroads built off of
it.  The interurban line, which includes the current line from East Portland to Milwaukie, served local industry and switched
many companies within East Portland, interchanging with the Southern Pacific.

At some point in the 1930s, the giant twin trestle at Barton on the Estacada Branch, burned to the ground.  Rather than
rebuild the trestle, the line was abandoned east of the trestle site.  The line then ended at Boring, the last stop prior to the
trestle.   Surprisingly, the original 1903 steel bridge over Eagle Creek survives to this day as an abandoned monument to the
railroad, probably remaining for a number of years as a ground feeder for the electric power dams.

In approximately 1951, the Portland Traction Company purchased the old war housing property that was located in Milwaukie
with the intention of turning it into an industrial park.   The PTC then sold sections of the property off to business with the
stipulation that the business locate and use rail.  As a consequence, every business in the park had a rail spur running into it.  
While most of the Portland Traction Company had electric power for its electric engines, the new Milwuakie Industrial park
was never converted for electric operation and for this reason the PTC decided to purchase two diesel switchers.    The
options for the PTC at that time were GE 70 tonners or EMD SW1s.   The PTC chose the EMD because it was less
expensive.   They later acquired two locomotives, numbering one the 100 and the other, the 200.   Apparently, around that
time period, the PTC relocated the shops from Milwaukie to the East Portland Yard.

By the late 1950s, the era of electric engines, overhead power lines and trolleys had come to an end the operation used
exclusively diesels.

In approximately 1962, the Union Pacific and Southern Pacific jointly acquired the Portland Traction Company.   

Over the decades, between the 1930s and 1980s, the line was cut back, piece by piece.   Street lines in Portland were
abandoned to make way for new streets, buildings and highway bridges.    The branch line to Oregon City was the first major
branch line of the PTC to be abandoned.  By the early 1960s, most businesses along the branch were gone and the line only
served a paper mill at the end of the 8 mile long branch.   However, the paper mill could be served by the SP from it's
mainline instead.   The line closed in the early 1960s and the track was removed by 1968.

In the 1970s and 80s, the PTC began to languish as rail traffic declined.   By the 1980s, the last remaining trackage was the
line between the East Portland Yard, interconnecting with the Southern Pacific to north, that extended south to Milwaukie and
then east to Boring.  Approximately 22 miles of track.    However, the majority of traffic came from the Milwaukie industrial park.

In 1986, the PTC sent notices to its shippers that it intended to abandoned its Boring branch and were looking at options to
continue service to the remaining customers at the Milwaukie Industrial Park.    This would become the birth of the idea of Mr.
Samuels owning and operating a railroad.   In 1986 he wrote the parent companies of the PTC that he was interested in taking
over the operations of the PTC.   The PTC had received permission to abandoned the Boring line and was interested in
selling the remaining trackage to Mr. Samuels to avoid abandonment proceedings.   Mr. Samuels stipulated that he wanted
the salvage rights to the Boring line in exchange for taking over the PTC, so that he could use the good track on the Boring
branch in the future refurbishing of the line between Milwaukie and East Portland.

By the late 1980s, the track was abandoned east of Milwualkie and sold to the local governments who turned it into a bike
trail.   

During this same period, Mr. Samuels, who owned a steel company in Milwaukie that was a customer of the PTC, saw an
opportunity to save the fledgling railroad.   With the UP and SP wanting to abandoned or sell the line, Mr. Samuels stepped up
and formed the East Portland Traction Company, to distinguish himself from the Portland Traction Company.    Rather than
being abandoned, operations were shifted over to Mr. Samuels's ownership.    Between 1987 and 1991, both companies
operated on the line, with Mr. Samuels having the contract to scrap out the former Boring branch and the PTC continuing
operations between Milwaukie and East Portland.   In 1987 Mr. Samuels formed Samuels Pacific Industries as a non-railroad
company which he would conduct his rail scrapping business.   Some of Mr. Samuels older equipment still bears the lettering
of this company, including Engine 5100, Engine 45 and a boom crane.

By 1991, the Portland Traction Company was no more and Mr. Samuels now had complete control and ownership of the last 5
miles of this historic railroad under his company, the EAST Portland Traction Company.    Mr. Samuels sold his steel company
and dedicated his working life to revitalizing the railroad.    Many people thought he was crazy, but former customers of the
PTC began to realize that he was serious when he personally visited each company, and offered his phone number and his
services day or night, any day of the week.

Soon business picked up on a railroad that many thought would be abandoned.   In the 20 years since Mr. Samuels has
formed the East Portland Traction Company and began a new chapter in this historic railroad, a lot has changed on the
branch.   Due to the changing occupants of the various complexes of the Milwualkie Industrial park, customers come and go
and often the shipments change.   The railroad now shares much of its former right of way with a new bike trail and a number
of major public events, including steam train rides, have occured.   The SP&S 700 was removed from Oaks Park, hauled over
this line, restored and later occasionally operated on this and other lines in the Pacific Northwest.  Most of the line has since
been rebuilt with heavier gauge rail. The last remaining active street trackage in East Portland was torn up by the City of
Portland for development and other projects.  Of course, the OPR mainline and East Portland Yard still exist and operate as
normal the rails remain with only the street covering removed.

The famous car barn and shops of the original Portland City & Oregon Railway Company were later converted into a molded
plastics factory that was served by the PTC and later Mr. Samuels for many years.  That factory closed and the building
was destroyed in 2003 to make way for condo development.

The Oregon Pacific Railroad has hosted a number of steam events over the past few years, including the operation of the
famous SP&S 700 and SP 4449 steam engines.   The OPR is also planning to eventually build its own transportation museum
off of the East Portland Branch if land can be acquired.

As Metro and Tri-Met finalize plans for a new Milwaukie branch of MAX Light Rail, the OPR East Portland Railyard stands in
the way and will likely be relocated and rebuilt by Metro.

Much has changed in the last 100 years, but the last 5 miles of track appears to have a secure and bright future under the
ownership and management of the Oregon Pacific Railroad.

In the bigger picture, the majority of the OPR's freight traffic is handled over the Molalla Branch, but the East Portland Branch
has its share of car loads and is a very special branch to Mr. Samuels.  Because it was this operation that he watched growing
up, and would later help to build only to unexpectedly own decades after that.   Being located in the very heart of East
Portland and along the Willamette River, the line has a special historical value for the metro area and rail fans alike and will
hopefully be here for another 100 years.
Oregon Pacific Shops and the Milwaukie Industrial Park
It starts in Milwaukie, Oregon.

When Mr. Samuels purchased the remains of the Portland Traction Company, their shops were located near the interchange
between the Southern Pacific (now UP) and PTC in East Portland.  Mr. Samuels chose to relocate the shops to Milwaukie
because his old steel product business was located there and he already had some property and most of his customers were
located there in the Milwaukie Industrial park.   By being closer to his customers, he could more effectively and quickly serve
their needs.   It was this increased customer service that is credited with the success of the Oregon Pacific Railroad.

Mr. Samuels's first headquarters of the then called "East Portland Traction Company" was a caboose.  An ex-Union Pacific
caboose that was loaned by NWR museum.   The caboose was painted in Portland Traction "orange" and lettered for Mr.
Samuels's new company, to match his primary engine, the No. 100.

Eventually however, the caboose would be replaced by the locomotive shop and office building and small yard that exists
today, located at the intersection of SE McBrod Ave and SE Ochoco St.  The shops were actually built in 1996, but the
internal office wasn't utilized by the OPR until it was finished in 2003.  Until 2006, the No. 11 caboose was normally used for
storage in the OPR yard.   However, it was pulled out of the yard in December, 2006 for the first time in some 16 years and
pulled behind the SP&S 700 for the Winter Event that year.

The Milwaukie Industrial district essentially consists of three south running spurs off of the East Portland line.   The shops are
located at the beginning of the center spur.  The center spur runs south right along side SE McBrod Ave and is a little more
than 1/2 mile long, ending at the intersection of SE McBrod Ave and SE 17th St.   This spur is regularly used by the OPR for
setting up trains to be taken to East Portland.   Parts of the spur are also an excellent place for the OPR to store cars, out of
service engines and other equipment as its shops and small yard are normally filled up with more regularly used equipment.    
The other two spurs service businesses in the district and are regularly used to ship railroad traffic.

As noted elsewhere on this website, Mr. Samuels history with the PTC and this railroad did not begin when he purchased it.  It
dates as far back as the 1950s and 60s when he actually helped to built the industrial spurs in Milwaukie.  Did he ever dream
he would later own the very spurs he helped build as a kid?
An aerial view of part of the Milwaukie Industrial Park and the OPR railroad spurs.

The line coming in from the top left is the OPR East Portland mainline coming in from
East Portland Junction.

The far left spur is the Heleco Spur, named for the Heleco Distribution Center that is
served by this spur.

The OPR Milwaukie shops are located in the middle top with the short spurs.

The middle spur is the McBrod Street spur.  No shippers exist on this spur, but it is still
used for switching and storage by the OPR.   Several small sidings exist into industrial
complexes on this spur.

The far right left spur is the AmeriCold spur, one of the major shippers still remaining
on the East Portland Branch.
Aerial view of the OPR shops
looking south
Aerial view of the OPR shops
looking east
Aerial view of the OPR shops
looking west
Photos of the shops from the grounds from around 2005.   Photos: Jan. 2005
The 17th street crossing.  Picture on the left is looking east.  Picture on right is looking west.
Photos: Sept. 2008, B. McCamish
The 802 switching cars in the Milwaukie industrial park along McBrod Street in 2005.   This engine is now on the Molalla Branch.
Photos: Jan. 2005 B. McCamish
These photos from 2005 show some of the equipment that used to be stored towards the end of the spur (some of it is still there today).  The
1010 slug shown in the photo was later sold.  Photos: Jan. 2005 B. McCamish
Golf Junction, 13th Street to11th Street
These photos show the junction that once headed towards Gladstone.   The tracks
end just a few feet beyond the switch, but they used to travel to Gladstone, over 7 miles to the south.   It also crossed the Clackamas River at
Gladstone and ran to Oregon City.  The line to Oregon City was abandoned in 1968.  In 2002, the entire right of way was donated by Portland
Traction Company, which still exists as a corporation under the Union Pacific, for use as yet another bike trail.  The flatcar in these photos is one
of the few pieces of rolling stock owned by the OPR.   It was stored here when these photos were taken in 2005 with some bridge remains when
the Boring line was salvaged some 15 years earlier.  Today, this flatcar is in storage on the Molalla Branch.
Photos: Jan. 2005, B McCamish
The remains of the PortlandTraction Company car barn in 2005.  It's build date is either 1892 or 1901, but it was torn down in 2003.  The front half
was left in place, to be incorporated into the new apartment building that was built to replace it.   This page sort of has a photo of the car barn
taken in 1981.  At some point of the building ceased being a car barn was used by the Molded Container Corp. before being abandoned.  
Photos: Jan. 2005, B McCamish  
This electrical substation was built by the  Oregon Water Power & Railway Company in 1905.  It's original purpose was to provide power for the
electrical railroads that ran through this area until  the 1950s.   Oregon Water Power & Railway company was one of several companies that built
electrical railroads in the Portland area, but was later consolidated into the Portland Traction Company, owned by the Southern Pacific & Union
Pacific Railroads.    Today, this substation appears to be completely abandoned, with much of the equipment striped from it.   
Photos: Jan. 2005, B McCamish
These photos were taken in 2005 when the old abandoned spur leaving the OPR could still be seen.  Today it's since been paved over.   Picture
on the left is looking west.   On the right is looking east.   Photos: Jan. 2005
These aerial photos show a major change that took place on the OPR East Portland line only a few years ago.   On the left are sat photos taken
sometime prior to 2003.  In these photos we see the old car barn that was later converted into a molded container factory.  This factory was a
shipper on the OPR.  However, by 2003, the factory had shut down and the historical building was torn down.    In the photos on the right, we see
what became of the carbarn.   The building was completely razed except for one wall on the east side.   Today, the property has condos or
apartments with the remaining wall being integrated into the new development.  In these photos you can also see the historical substation
building show in the above ground photos.
Maps.live.com photos
The former Portland Traction Company car barn.  These photos were taken by Brian R Sopke from the ground in 2000 while he worked as a
conductor on Mr. Samuel's Samtrak passenger train.   Today, only one wall of this giant complex still exists.   The picture on the far right is
described by Brian as the Motorman's clubhouse, probably also built between 1892-1901.  In this picture it appeared abandoned in 2000.  The
building still exists today and was apparently converted into apartments.
Brian R Sopke photos, 2000
In early 2007, the OPR was forced to build an enclosed fenced in area at Golf Junction to protect its property.   The DR Horton Company built the
condos that you see in these pictures.   During construction, they appear to have told prospective buyers that the railroad was abandoned and
would be going away.    In addition, DR Horton construction crews ripped out approximately 50 feet of OPR railroad track without OPR's  
knowledge or permission.   This resulted in legal action by the OPR and having to put up this fence to protect its remaining track.
3 left photos by Kelly Anable photos, May 2007 -  1 right photo by B. McCamish, June 2007
This photo shows what the track looked like before DR Horton came in and ripped out one car length of track for their
condo project without the OPR's permission.  B McCamish photos, Jan 2005
Sellwood and Spokane Street
Brian R Sopke photos taken while he was a conductor for Samtrak.  These photos were taken at Sellwood station, which was located at the 9th
and Linn Street crossings, when Samtrak was in operation.
Brian R Sopke photos, 2000, 2001
Brian R Sopke photos taken of the Oregon Pacific line crossing at Spokane St.  The left photo looking north, the right photo looking south.   
Spokane St is the access road to Oaks Park...which is shown below.
Brian R Sopke photos, 1998 - aerial photo, maps.live.com
This is the south end of the East Portland Yards in early 2005.   The green cars sit on track owned by the OPR, but the cars are privately owned
and used as office space with the track leased from the OPR.
Brian McCamish Photos: Jan. 2005
802 switching the East Portland Yard.   Mr. Samuels working the ground in the far right photo.    
Brian McCamish Photos: Jan. 2005
Other East Portland Related Photos
By the late 1980s, the Boring branch of the Portland Traction Company was seeing little service and abandonment was planned by the owners
Southern Pacific & Union Pacific.  Customers along the line hoped that Mr. Samuels might be able to purchase the line, but it was not feasable,
due to needed repairs on the two bridges pictured above.   The Boring branch was abandoned in 1989.  Tracks were pulled up by 1991 and
turned into a rails to trails park by the mid 1990s.   The above photos show where the east bank of the bridge that used to cross Highway 99E in
Milwaulkie (left and center) and the Union Pacific tracks (right).  Today both bridges are completely gone and the rails to trails officially begins
just east of the Union Pacific RR tracks (right picture).   A third significant bridge over Johnson Creek, west of here was also abandoned and
removed.  

These photos were taken in early 2005.  By the summer of 2006, what you see here is a now a paved bike path with brand new pedestrian
bridges installed by Metro.  Brian McCamish Photos:  Jan. 2005
Oaks Parks Station to the Ross Island Bridge
The following pages have numerous photos of the OPR from Oaks Park to East Portland Yard.
Holiday Express 2006 --- SP&S 700 End of Steam 50th Anniversary Excursion --- Holiday Express 2005
Chris Fussell took these photos during the 2006 Holiday Express on the OPR.  The first shot is the EPTC No. 100 pulling a string of cars from
East Portland to Milwaulkie.  The second shot is of the SP4449 pulling the Holiday Express.
Chris Fussell photos, 2006
Brian R Sopke photos taken in 1998 of Oaks Park Station.  The left photo is looking north, the right photo is looking south.  What's interesting
about these photos is how different things look today.  Here you can see the mainline and the abandoned grade next to it that existed as a
second set of rails when this line was double track.  Today, a paved bike path exists where the tracks are in these photos, and the mainline
moved over to the abandoned gravel grade shown in these photos.
Brian R Sopke photos, 1998
These aerial photos show Oaks Park Station.  Located right next to the famous and historical Oaks Park Amusement Park.   This railroad once
brought train passengers to this still open amusement park some 100 years ago.   For many decades, passengers ceased to ride these rails
until Mr. Samuels's created Samtrak.   Then Oaks Park once again became a train station, albeit, without an offiical structure.   Although Samtrak
has ceased operating, Oaks Park Station has since become the hub of several major public events in the last few years, including the hosting of
both the SP&S 700 and SP 4449 steam engines and passenger rides.

The photo on the right shows the "approximate" location of the railroad museum that the Oregon Pacific and Mr. Samuels is in the early stages of
planning.  The land is current owned by the City, but it's hopeful a deal can be made and a new railroad museum will compliment the amusement
park at some point in the future.
maps.live.com
Photos taken of the 2005 Holiday Express.  They show the SP4449 at the Holegate curve between Oaks Park and the Ross Island Bridge.
B. McCamish photos: 2005
Photos taken during the SP&S 700 Farewell to Steam Excursion Anniversary in 1996.
B. McCamish photos: 2006
Photo of the SP&S 700 southbound just north of the Ross Island bridge.  The photo was actually taken from the Ross Island Bridge, which is a
major highway bridge in Portland crossing the Willamette River.   Just north of here, behind the train is East Portland Yard and the Union Pacific
Interchange.  B. McCamish photos: 2006
East Portland Yard
Photo of East Portland.  These photos were taken just south of the East Portland Yard.   The SP4449 photos were taken during the 2005 Holiday
Express, the two right photos were taken from a caboose on the 2006 SP&S 700 excursion.   In these photos, the track just south of East Portland
had recently undergone some major changes.   What was street trackage for many decades was converted into conventional rail and tie trackage
with conventional street crossings in 2005 during a City contruction project.  It was the end of an era.  The last section of street trackage was gone
from East Portland, but the OPR itself lives on and the new trackage is actually safer for the railroad and nearby businesses.
B. McCamish photos: 2005, 2006
Umatilla Street Crossing
Photos of the new Umatilla Street Crossing being constructed in early spring, 2008.
All photos courtesy of Kelly Anable and the OPR, March, 2008
The OPR shops then and now.   On the left, the shops before they were constructed, sometime in the 1980s.   On the right, the shops as they
appear today, photo taken in 2005.   Both photos taken from approximately the same location.
Photos: The Samuels family and Jan. 2005
Aerial view of the OPR shops
looking north
AmeriCold Spur
AmeriCold is a major food service packing, storage and distribution company, which specializes in cold food storage at its
Portland facility.   The facility is almost 200,000 square feet and has a capacity of 26 truck doors and 6 rail car spots.    The
OPR delivers food goods by railcar which are then distributed to the local area via truck.   Food goods are also shipped from
Americold via rail.

The rail spur into this facility was built in 1953 and the spur has the only water crossing trestle on the East Portland Branch
and is the original trestle built over 55 years ago.
Heleco Spur
The Heleco Spur is located in between the OPR shops and 17th Street is named for the Heleco Distribution Center that it
serves.    Goodwill is a major tenant of the complex and has only been here since 2004 but unfortunately does not ship over
the railroad, dispite occupying a large portion of the industrial complex this spur was built to serve.

Food Services of America occupied the space that is now used by Goodwill and was a major shipper on the OPR until they
relocated to Woodburn.   Several other shippers have also relocated from the complex over the last few years.

Today, shippers on this spur include a welcome new customer called J&D Refrigerated Services, which just moved into the
facility and will be shipping on the OPR.

This spur was constructed sometime prior to 1961 to serve the Sysco Food Services Company, which built the 300,000
square foot building that exists here.  Mr. Samuels as a teenager actually helped to build this spur.   Mr. Samuels relates the
story of helping the railroad crew building the spur, when one of the men asked young Samuels to fetch the "roadmaster".   
Mr. Samuels did exactly as he was told and fetched the "roadmaster" which was the supervisor of track maintainence of the
railroad.  When the roadmaster showed up, everyone had a good laugh.   The roadmaster the railroad crew wanted was not
the supervisor, but a tool used for pulling spikes which was also called a roadmaster!
Views of the other half of the spur inside AmeriCold from the locomotive (3 on left) and on the ground (3 on right)
Photos: Sept. 2008 B. McCamish
17th Street Crossing
The 17th Street Crossing is the first major public crossing after leaving the Milwaukie Industrial Park and is the largest
crossing on the East Portland branch.  It's also at the crest of the 6% grade of the branch.   While crossing this intersection
trains are also transitioning from or too one of the steepest hills of any railroad, which makes for challenging railroading.
17th Street to 13th Ave.
After crossing 17th street and heading west, the line passes through an extremely rare and historic section of the East
Portland Branch.   Here remains some of the original double track of the trolley with the north track being of rail originally laid
in the early 20th century.  The south track, which is now the mainline, was relaid rail in the 1950s, possibly from the Bull Run
branch.   The rail is most unique in this short section in that it was welded in place...in the 1950s.   The welding was done
using the over head trolley wires that existed at the time.

Near 13th Ave the original substation for the then named Oregon Water Power & Railway Company, that was built in 1905 still
exists as an abandoned building.   A spur once traveled north from this location, but any sign of it was removed years ago.
Looking west down the grade from 17th street towards 13th.  The old double track siding remains are on the right.  Mainline on the left.
Left Photo: Jan. 2005, Right Photo: Sept. 2008  B. McCamish
At one time what is now known as Golf Junction was a major interchange on the Portland Traction Line.   Here existed the
above substation, a car barn, shops and other facilities for the railroad and the interchange for the branch to Oregon City.

Today, Golf Junction is little more than a siding.   The spur to Gladstone and Oregon City was abandoned and removed in
1968.  A few car lengths of track still exist which are sometimes used to store cars.   The car barn was later converted to a
plastics factory which was shut down in 2002 and torn down in 2003 to make way for condos which are located right next to
the tracks.    A double track still exists here with the siding used for storage.    Recently an enclosed fence was constructed to
protect stored equipment from growing legs and walking away.
Linn & 9th Street double crossing
The Linn/9th Street crossing is a place located just northwest of Golf Junction where two streets cross the railroad at the same
location.   A spur once left the line and headed north but was abandoned many years ago.  Until a few years ago, the remains
of that spur could still be seen in the street.
View of this intersection from Engine 1202, traveling west bound.   Photos: August 2008
Marion Street Crossing
The Marion Street Crossing is located at the south end of a quarter mile long cut between Harney St. and Marion St.  The
road that crosses the railroad here goes to a private Marina on the Willamette River.
The Marion street crossing looking north
Left Photo:  Sept, 2008 Right -  Photo: Jan 2005 (from just north of the crossing)
Harney Street Crossing
Harney Street Crossing is another crossing for a road that leads to another private Marina on the Willamette River.

This crossing recently recieved some upgrades as part of the Portland Sewage Pipe Project, when the railroad had to be
moved over from several inches to several feet.
During the winter of 2008, the OPR agreed to relocate its track several feet over in conjunction with the City of Portland's big sewer pipe project.
This involved relocating the track from several inches to several feet and also redoing several crossings.  Left pictures is the Harney Street Area
looking southeast.   Right picture is the new road bed to the left before track was moved.   The Harney Street Crossing is behind the photographer.
All photos courtesy of Kelly Anable and the OPR, March, 2008
Umatilla Street crossing is where is a major track relocation was constructed as part of the Portland pipe project.  And brand
new crossing was installed in the winter of 2008, when the railroad was moved several feet to the east.
Views of the newly constructed Harney Street Crossing in the Spring of 2008.
All photos courtesy of Mark Mottola of Omega Industries May, 2008
Photos of the first half of the AmeriCold Spur.  From left to right...
(1) Looking west as the AmeriCold spur (right) splits from the McBrod Spur (left)  (2) Looking east, the AmeriCold spur on the left  (3)  Looking
east, the AmeriCold spur approaches the McBrod Ave crossing.  (4)  Looking west, the AmeriCold spur crosses McBrod Ave.   (5) Looking west,
west of the McBrod Crossing.  (6) The spur crosses Johnson Creek just west of the McBrod Crossing, looking west.
Photos: Sept. 2008 B. McCamish
Heleco spur photos, from left to right....
(1) Looking north as the spur departs the mainline and heads south  (2 & 3) Looking south down the spur.  (4 & 5) Looking at the end of the spur
from 17th street. (6) 1202 switching cars out in this spur
Photos: Sept.  2008, 2009 B. McCamish
McBrod Ave. Spur
The McBrod Ave Spur is the longest spur of the Milwaukie Industrial Park.  It is also the only spur that is not currently shipping
rail traffic.  At the north end of the spur is the OPR railroad shops.   The rest of the spur runs along side McBrod Ave and
contains several short sidings for a number of buildings along the spur, but today, these are only used for storage of OPR
equipment, locomotives, rolling stock.  The spur is also used to switch cars.
Photos of the McBrod Ave spur, from left to right....
(1)  siding off the McBrod Ave spur about half way between the shops and the end of the spur  (2) Looking south at another siding into loading
docks one of the buildings.   (3) Yet another siding and loading docks  (4) The white box car is near the end of the spur.  It's been there for years
as a buffer car.   (5)  the brown box car behind the before mentioned white box car marks the very end of the spur.
Photos: Sept. 2008 B. McCamish
Views of the Spokane Street crossing.   Here showing the SP&S 700 during the 2008 summer event.  A hydrant at Spokane Street allows for easy
filling of the steam engines near Oaks Park during these events.
Photos: June, 2008
This little bridge is known as "south bridge".  It is one of two small pedestrian underpass bridges along the East Portland line between Oaks Park
and the Ross Island Bridge.  This one located at Oaks Park.  The other, called "north bridge" is located about 1 mile north of here.  The other
photos show Oaks Park station when in use for a semi-annual steam event.
Photos: June, 2008
Continuing north, the line passes under the Sellwood bridge and then immediately crosses over Spokane Street.  A major
crossing that is not protected and involves a 3 way stop with it's entrance into the popular Oaks Amusement Park.
Nearby is a fire hydrant which serves to fill up the water tenders of the SP&S 700 and SP 4449 when they attend the generally
semi-annual steam events on the OPR.
The section of the East Portland branch between Spokane Street and the Ross Island bridge a very unique section of railroad
and one of the most scenic in the Portland area.   Here, the tracks pass by the Oaks Amusement Park and Oaks Park station,
generally the base of operations for any public steam or passenger event held on the OPR.  Continuing north, the tracks pass
through Oaks Bottom Wildlife Refuse to the east and the Willamette River to the west.   In addition, a heavily used paved bike
and hiking path occupies the former PTC track, just to the west of the OPR mainline and follows the OPR the entire distance
from Spokane Street to almost the East Portland yard.
East Portland is where OPR cars are interchanged with the Union Pacific and switched in the yard.    When the PTC was in
operation before being purchased by Mr. Samuels, the base of operations and the locomotive shops were located in this yard.
 But Mr. Samuels moved the operations to the Milwaulkie industrial park where he could be closer to his customers and build
new shops on property he already owned.    The yard has undergone a number of changes over the years, with some track
being removed or changed.   But the main interchange point still includes a north and south leg from the Union Pacific, with
the north leg being the primary interchange point, and switching tracks.

If the Milwaukie Tri Met Max branch line is built, as expected, this new line will run right through the OPR's current yard, which
means that Tri-Met will build a new yard for the OPR and a complicated interlock system to keep the new operations separate.
 Stay tuned for that plan.

ORFH (oregon rail heritage foundation) also has plans to purchase property near the OPR yard for a new museum that will
allow ORHF and it's steam engines to interchange both with the OPR and the UP.
Map of the yard as it is currently laid out of as Summer, 2008.   The blue track is the Union Pacific double track mainline.   The red track is the OPR
interchange, yard and mainline heading south towards Milwaukie.
Brian McCamish Photos: Jan. 2005
Photos of the shops from the grounds in September, 2008   Photos: Sept, 2008
Photos of the 11th street crossing.   Looking south and then north.   B McCamish photos, Sept, 2008
View of this crossing, looking south and then north.  Photos: Sept,  2008
Umatilla Street Crossing, looking north and then south
Sept, 2008
Spokane Street crossing, looking south (note the Sellwood bridge south of the crossing) and then looking north towards Oaks Park.
Photos: Sept, 2008
Oaks Park station  most days of the year.  In between events, it's a quite spot along the East Portland branch.
Photos:  Sept, 2008
Maps of the East Portland Branch
Locomotives Currently in Active Service on the East Portland Branch
OPR 100 Roster Page
No. 100 is the most famous engine in the
Northwest and has served on this line for half a
century.  Today it continues to serve in very regular
back up service.
OPR 1202 Roster Page
No. 1202 is the most powerful locomotive in the
OPR fleet.   It is generally the primary
locomotive for the East Portland Branch, but
shares regular duties with the No. 100.
Heleco spur photos
The spur leaves the mainline just west of the 17th street crossing and heads south (left in this pictures)
Photos: Sept.  2008, B. McCamish
Although usually minor, this section of the line is occasionally prone to small slides during heavy rains such as this one in early January, 2009.
B. McCamish photos: 2009
Copyright © 2004-2010 All Rights Reserved
A train of empty cars being removed from the Helico spur and taken south towards the OPR shops, from left to right....
(1 & 2) Heading south on the Helico spur  (4 - 6) Train switching from the Helico spur to the mainline/OPR shop spur.
Photos: Jan 2010 B. McCamish
A Northbound train of empties heading from Milwaukie to East Portland in the historic cut between 17th and 13th Sts.
Photos:  Jan 2010  B. McCamish
EAST PORTLAND BRANCH of the OREGON PACIFIC RAILROAD
Brian R Sopke took this photo of the pass between 17th street and 13th street, in 1998.   This is looking south towards 17th street.
Brian R Sopke photos, 1998