Oregon Pacific Railroad History Page

Last Update: May 26, 2009

The Oregon Pacific Railroad is here to stay. Taking over two fledging branch lines from Southern Pacific and Union Pacific
Railroads, the OPR has been able to successfully expand its business and have a very positive impact on the Portland Metro
area. The ability to balance the local business need for efficient rail transport services, while allowing for the expansion of
recreational and environmental preservation opportunities, make the Oregon Pacific Railroad a unique and appreciated part
of the local community. The OPR’s proven dedication to the preservation of local railroad history and Mr. Samuels
generosity to rail fans and local preservation groups by allowing, for example, the SP&S 700 and SP 4449 to operate on his
railroad, will soon hopefully culminate in a brand new public railroad museum; the first of its kind in the Portland area.

The Oregon Pacific Railroad’s greatest legacy is perhaps yet to come, if the new museum is built, but the OPR will always be
remembered as a little railroad that beat out all of the odds and came back to be one of the greatest railroad short line
success stories in the Pacific Northwest. There’s little doubt that the credit to that achievement can only go to those that
worked so hard to make it happen, Richard "Dick" Samuels, his family and his employees.

Additional information and photos regarding the locomotives and equipment of the OPR can be found on the
Locomotive & Equipment Roster of the OPR page.

The East Portland Branch Page and Molalla Branch Page
have more histories and photos.

The Oregon Pacific Railroad is a true family owned and operated railroad that operates two branches in the greater Portland
Metro Area.   It’s owned by Richard "Dick" Samuels and is entirely operated and run by members of the Samuels family,
including Mr. Samuels three sons, Tim Samuels, Brian Samuels and Craig Samuels.

The original East Portland Branch consists of the remaining trackage between the East Portland Yard and the Oregon Pacific
shops at Milwaukie, Oregon. The trackage includes the remains of the Portland Traction Company Boring branch line and
includes some of the most scenic railroad trackage in Portland, along the Willamette River. This line is primarily used to
interchange freight rail traffic from the Milwaulkie Industrial Park to the Union Pacific at the OPR’s East Portland Yard.

The OPR No 100 with Mr. Samuels at the controls
on the East Portland Branch in 1993
Craig Brown Photo

The second operation is known as the Molalla Branch, and currently operates about 7 miles of track between Canby and
Liberal, Oregon. This branch line was originally constructed in 1912 by the Southern Pacific Railroad between Candy and
Molalla. The branch line remained under SP ownership until taken over by Mr. Samuels in 1993.

The two operations are separated by about 22 miles of Union Pacific track.   However, the Oregon Pacific does not operate on
the Union Pacific, instead interchanging with the UP at the East Portland Yard and at the interchange in Canby.   When
locomotives and equipment need to move between the two operations, they are dead headed on Union Pacific trains, just like
regular freight, with smaller equipment being moved by truck. The Oregon Pacific typically maintains motive power and other
equipment at each operation to minimize the need to move equipment between the two railroad branches.

The OPR No 801 with Mr. Samuels at the controls
on the Molalla Branch in 1993, back when it was
called the Molalla Western.
Greg Brown Photo

The history of Mr. Samuels operation of the Oregon Pacific goes back to at least the 1950s, when Mr. Samuels, as a child,
became very interested in trains and railroading.   Having lived near Milwaukie, Mr. Samuels interest in railroading only grew
over time. As a child, he was able to ride in the cab of locomotives on railroads that included the Southern Pacific Shasta
Daylight, Valley & Siletz, and the SP Tillamook Branch.

One of his first "engineer" runs was as a child, sitting next to a Southern Pacific engineer and operating a consist of three
AS616s between Timber and Garibaldi on the SP Tillamook Branch.   In later years, Mr. Samuels would make friends with the
local railroaders near his house and would even operate a switch for a local railroad crew on this way to school.   One day a
railroad superintendent was riding with the crew, and was a little surprised to a see a young kid operating the switch, asking
the question, when did the railroad issue bicycles? The crew jokingly made the comment that the kid was there to save
money. The superintendent didn't ask anymore questions and Mr. Samuels continued to regularly operate the switch near his
house for the railroad crew.

Mr. Samuels involvement in railroading would continue into his teenage years, where he worked with construction crews who
built part of what is now the Milwaukie Industrial Park.   As a teenager he would spend a lot of time watching and occasionally
helping the crew of the Portland Traction Company on the very railroad he would own and operate many years later.

In 1960, Mr. Samuels became acquainted with Shady Dell, a live steam scale railroad out of Molalla.   It was during this period
that Mr. Samuels built a 1.5" scale model of the Portland Traction Company No. 100, never dreaming at the time that he would
own and operate the real full size locomotive some 27 years later.   This little scale engine has a Kohler gas engine, a DC
generator, 4 traction motors and working air brakes all designed and built by Mr. Samuels.   The engine is currently stored in
a corner of his Milwaukie shop building. Mr. Samuels jokes that when the FRA comes to inspect his locomotives, he points
them to inspect the little one first.    It was at Shady Dell that Mr. Samuels met a man named Walter Beebe who became a
great friend and mentor to him. Mr. Samuels would later name his No. 1202 locomotive after Mr. Beebe.

Richard Samuels, age 17 in 1960
at the controls of an LP&N
switcher in Longview

Richard Samuels at Shady Dell
in 1961 on his 1-1/2 inch scale
version of the PTC 100 in 1961.

Walter Beebe at Shady Dell
in 1959.

It was Mr. Beebe that helped Mr. Samuels get one of his first real railroading jobs in the 1960s.   While going to college, Mr.
Samuels worked for the Northern Pacific Terminal Company as a fireman and engineer.   As the railroaders took note of Mr.
Samuels ability to operate the engines, he was often left to do the job and it was here that he gained much of his initial
railroad and locomotive experience.

After approximately 2 years, Mr. Samuels decided that he wanted to go into business for himself.   Having become interested
in locksmithing, Mr. Samuels opened up his first major business.    When asked the obvious question, why not continue his
railroad career and his obvious passion for railroads, the answer is simple. He didn't want to work for someone else. Mr.
Samuels is a true entrepreneur and he knew from the beginning that whatever he did, he would be running his own business.

There wasn't a lot of locksmiths around and business did fairly well.   He even performing work for the local Police
Departments.    Mr. Samuels also became interested in the railroad salvage business, partly as a way to become involved in
railroading once again.    In approximately 1966, he was awarded a contract to remove the track at the Vancouver Barracks.
As Mr. Samuels put it, he was the only one to bid on the contract and paid approximately $261 for the privilege of removing
the track and lost about $261 in the job.    But he says that he had a good time removing the track completely by himself using
a boom truck, motor car and hand tools.

In 1967, Mr. Samuels purchased property in Milwaukie to build his first steel fabrication shop, Samuels Steel Products.   In the
1970s, Mr. Samuels bid on and was awarded the contract to remove the Burlington Northern (Oregon Electric) line between
Hillsboro and Forest Grove.   It was also during this time that Mr. Samuels purchased property at the Milwaukie Industrial park
to expand his steel fab business.   Mr. Samuels kept much of the trackage from the OE salvage job and would later
incorporate that track and switches into his new steel fab shop and later into his railroad shops.

"Leroi" Mr. Samuels first full size locomotive. It was purchased from a scrap yard for
$2000 and later refurbished. It was called Leroi because of the Leroi gas engine
that powered it at one time. This historic locomotive, spent much of its life as a shop
switcher for the Brooklyn Yard in Portland.

As Mr. Samuels steel business progressed, he decided that he wanted to purchase a locomotive.   After all, while he did not
yet own a railroad, he did have some spur track on this property for the steel fab business.    The very first locomotive
purchased by Mr. Samuels was a Davenport 20 tonner, which used to be the former shop switcher for the Brooklyn Yard.     It
was purchased for $2000 and wasn't in very good shape, but Mr. Samuels quickly went to work replacing the engine and
restoring it.    On occasion, the engine would find itself out on the PTC mainline with Mr. Samuels at the controls.

Some later examples of the products that were produced at Mr. Samuels
steel shop in the 1980s.

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. 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 some of the better track on the Boring branch in the future
refurbishing of the line between Milwaukie and East Portland.

The Portland Traction Company was only shipping about 127 carloads a year and was losing around $400,000 per year for
the big railroads. The PTC, with the support of the City of Portland, began abandonment proceedings to abandoned the
roughly 17 mile long PTC line from east of 17th Street in Milwaukie to Boring.   The Boring branch of the PTC was the least
economically feasible part of the PTC, as most of the customers on the line were located in or near the Milwaulkie industrial
area, west of 17th Street. In addition, 3 expensive bridges were located on the line, including a bridge over McLoughlin Blvd,
which stood in the way of a planned highway expansion. And finally, the City of Portland and Metro were interested in the
Boring branch for a new rails to trail park. By approximately 1987, the Boring branch was officially abandoned and sold to
Metro.   Mr. Samuels was given the salvage contract to remove the bridges and salvage the track, ties and equipment along
the line.

Mr. Samuels, still operating his steel fabrication business, formed a new company called Hill Vista Investment Company under
which he was awarded the contract to salvage the Boring branch of the PTC.   In October, 1987, Mr. Samuels also formed his
first railroad company, the East Portland Traction Company with the intention of using that company to eventually take over
the Portland Traction Company railroad. Also formed was Samuels Pacific Industries.   Samuel Pacific Industries was the
non-railroad side of the company that performed work, including salvaging the Boring Branch, prior to the official railroad take
over.   Several of Mr. Samuel's original equipment, which was used in the Boring branch salvage project, including Engine
5100, Engine 45 and a boom crane are still lettered for Samuel Pacific Industries to this day.

In the final years of the PTC, the two SW1s that they had used for decades, the No. 100 and 200 were sold off, with the 100
being sold to WATCO for use at a Wallua, Washington paper mill.   The PTC was then using SW1500 switchers. However,
the SW1500s were too heavy an engine to be used on the Boring branch during the salvage operation so Mr. Samuels
needed a smaller locomotive.

Fortunately, the PTC 100, being a 600 h.p engine wasn't up to the task of replacing the 1200 h.p. engine used before it at the
paper mill and WATCO was very interested in getting rid of it.   Mr. Samuels purchased the locomotive in approximately 1987
and set about the task of relocating it back to the PTC.   However, this presented several problems since the old 100 still had
friction bearing trucks.   The Union Pacific was not excited about pulling this engine over its track.   The UP required that Mr.
Samuels repack the journals, use a can of STP in each journal and ride in the cab of the locomotive on the entire trip between
Hinkle and Portland, Oregon.   The locomotive also had a 30 mph restriction, but was eventually made it back to Portland, with
Mr. Samuels riding in the cab the whole way.

Mr. Samuels slowly salvaged the 17 mile long Boring Branch between 1987 and 1990.   Most of the rails were sold to Taiwan,
while the ties were sold locally, but they were able to save about 2 miles of good rail and 8000 ties that were later
incorporated into refurbishing the remainder of the East Portland Branch.

Freshly painted and refurbished PTC 100 just after Mr. Samuels acquired it. Seen
here at the 1988 Railfair at Union Station in Portland.

Mr. Samuels next locomotive would be a GE 70 tonner, N o. 5100. This engine, along with her sister, the 5104 was used by
Weyerhauser out of Springfield, Oregon until 1986.   Mr. Samuels purchased both in 1989.   The 5100 was operational, but
the 5104 was in extremely poor condition.   Mr. Samuels intended to turn the 5104 into a slug to run behind the light 5100
engine, but when he later purchased two former Pacific Lumber Company 80 tonners from California, he decided to put the
5104 trucks under the 102 and long term lease that locomotive to the Columbia Business Center in Vancouver.

In 1988, the Pacific Railroad Preservation Association was preparing to remove the SP&S 700 out of Oaks Park in preparation
for its restoration.   The PTC was worried that its heavy SW1500s might not be able pull out the 700 without problems on the
light spur track and called upon Mr. Samuels use his newly acquired, painted and reconditioned ex-PTC 100 to do the job.
This job would be one of the more famous tasks given to Mr. Samuels and the 100 and was quite fitting, since it was the very
the same diesel engine that placed the SP&S 700 into Oaks Park, some 30 years earlier.

Mr. Samuels newly acquired 5100 was put to use in
scrapping the Boring branch. Note the "Samuels Pacific
Industries" lettering.

The 700 at Oaks Park during the removal process in
preparation for its restoration. Mr. Samuels and the PTC
100 were responsible for pulling it out.

Mr. Samuels made an offer to purchase the PTC line in 1987, but it took approximately 4 years for the Southern Pacific and
Union Pacific to agree to terms to sell.   Mr. Samuels negotiated to purchase the remaining 5 miles of track between Milwaukie
and East Portland. The price included the property, the track, a bobcat front end loader and one old dump truck. But not
much else. Not even cars, cabooses or locomotives.   Fortunately, the former PTC 100 was in good shape and ready to go.

On April 1, 1991, Mr. Samuels and his East Portland Traction Company officially took over what was left of the branch line and
a new railroad had officially began operation.

Customers on the line were extremely happy with Mr. Samuels attentive customer service skills and his clear pursuit to build a
customer oriented railroad.    Setting an entirely different tone from the prior owners, Mr. Samuels contacted each customer,
gave them his personal phone numbers and told them that he was willing to ship anytime. A significant reason for the future
success of the railroad would be this legendary customer service.

In 1992, Mr. Samuels began a major upgrade of the East Portland Branch, using approximately 1.5 miles of 100lb rail that
came off of the Boring line and replacing 70lb rail on the East Portland Branch. Today, the East Portland Branch now
consists of 90-100lb and heavier rail.    Significant upgrades have since been done to the East Portland Branch since the
heavy steam engines SP&S 700 and SP 4449 have been running on the line at least one to two times per year.    Also city of
Portland construction projects and the construction of a nearby bike trail have allowed much of the line to be rebuilt and
brand new crossings installed at most intersections.   Most of the line is currently officially FRA track class 1 certified. An
upgrade from exempt status, but in many aspects approaches class 2 conditions, thanks to upgraded ties and tamping and
realignment projects.

In early 1992, Mr. Samuels purchased a 25 ton locomotive at the Portland Docks Auction for $2500.   Mr. Samuels had no
need for such a small locomotive, but couldn't pass up on such a good deal.   It was then that the idea came up about running
a passenger excursion on the line.

In approximately 1992, Mr. Samuels began what would be known as SamTrak. Its first event was Oktoberfest, 1992 and the
SamTrak trains were used to haul passengers from Oaks Park Station to an overflow parking lot in Milwaukie. The inaugural
run involved the No. 2501, a 25 ton GE locomotive and one open air car that was built out of the frame of tank car.
Eventually, a former Simpson Timber Co. logging Caboose, No. 900, would be converted and used in the operation as well.
Regular seasonal passenger service on the East Portland line, via SamTrak, began in 1993.

By approximately 1994, Mr. Samuels needed a larger locomotive for the Samtrak operation with more power due to adding the
caboose.   A GE 45 tonner, the 4501, was purchased from the Chelatchie Prairie Railroad and Mr. Samuels set about to
convert it for remote radio control operation.   This would turn out to be the first remote controlled locomotive operated on a
common carrier in the Northwest and is likely the only 45 tonner to have remote control. Mr. Samuels built the remote control
mechanism entirely himself.

SamTrak ceased operating in September 2001 for a number of reasons, including a lack of passenger traffic, an increase in
freight traffic, which made it difficult to also operate the passenger line and increased insurance costs after 9-11.   Mr
Samuels has not abandoned the idea of passenger excursions and numerous passenger excursions are run on the railroad
including special steam engine excursions and charter specials with the OPR diesels and passenger equipment.

Mr. Samuels at the controls of the PTC 100 near East
Portland in the early days of the EPTC.
Craig Brown photo

SamTrak in its final years around 2001. This photo showing
the 4501, open air car and 900 caboose at Sellwood station.
Brian Sopke photo

Also in 1993, Mr. Samuels took over an entirely different railroad, when he acquired the Molalla Branch from the Southern
Pacific and began his second operation. The operation would initially be called the Molalla Western Railroad.   STB exception
was granted in February, 1993.

Mr. Samuels didn't intend to operate the line for very long as the number of shippers was minimal.   His intentions were to
operate it for as long as it was sustainable, then possibly scrap the line.   However, the line has since proven be very
successful and ships quite a few cars, with more expansion and shippers planned for the future.    Mr. Samuels purchased an
SW8, the 801 to use on the line, but it wasn't ready for service when the Southern Pacific called Mr. Samuels and said that
they wanted him to start operating the line two days later.   With no locomotive, the SP allowed Mr. Samuels to use their
Oregon City SW1500 switcher during the first months of the operation.

Soon the PTC 100 was transferred to the Molalla Branch where it served for approximately 6 month as the newly acquired 801
was being repaired and painted. This was the only time that the 100 has served on the Molalla Branch. Soon, the 801 was
permanently assigned to the Molalla Branch.

This photo shows the crew operating the Southern Pacific
Oregon City switcher an SW1500, during its first few months
of operation on what was then called the Molalla Western.
Greg Brown photo

The PTC 100 was brought out to the Molalla Branch and
would be the first of Mr. Samuels locomotives to operate
there. After about 6 months, the 801 was ready to be
transferred there and the 100 came back to East Portland.
Greg Brown photo

The Molalla Western 801 in fresh paint in 1993. The 801
still serves on the OPR Molalla Branch today, but is lettered
for the Oregon Pacific Railroad.
Photo by John Bauer, Rob Jacox collection,

In 1994, the Oregon Pacific & Eastern Railroad in Cottage Grove had shut down and was selling off its equipment.   Mr.
Samuels purchased the OP&E No. 602, which was an SW8 and operated it on the Molalla Branch for short a period of time.
That year, he also purchased a very rare NW5, the No. 187, from Pete Replinger.   This is one of only three NW5s known to
exist.

The OP&E 602 on the Molalla Branch in the 1990s
Photo by Matt Wolford

The NW5, No. 187 near the Milwaulkie Shops

The next couple of years, proved to be challenging for the Molalla Branch operation.   In 1995, it appeared that arsonists may
have set fire to the huge Molalla River trestle, which burned about 55 feet of the wood trestle.    But in about 9 days, Mr.
Samuels was able to finish rebuilding the trestle with new steel sections.   That same year, an SW8, the 803, was purchased
and placed in service along with the 801 on the Molalla Branch.   1995 was also the year that Mr. Samuels purchased his first
hi-rail truck, which was a Ford 800.   In 1996, floods washed out about 75 feet of track, which was replaced including new
culverts to avoid washouts in the event of any future floods.

During this period, Mr. Samuels was able to purchase about 5 miles of 100lb rail that was pulled up on the railroad out of
Aberdeen, Washington and started to use that to upgrade much of the Molalla Branch, which was mostly 75lb rail.   Today,
about 3 miles of upgrade has been completed so far, along with about 4000 ties and 10,000 tons of new ballast.

Prior to 1996, Mr. Samuels operated his business entirely out of a loaned caboose located on his property. There were no
significant railroad facilities or shops, so in 1996, the current OPR shop buildings were constructed on the property. An office
was included in the construction but the caboose would actually remain the business office of the OPR until the new office was
finished in 2003.

1997 is a significant milestone year for the railroad.   Not only did the railroad reach its tenth anniversary, but in February
1997, the Oregon Pacific Railroad was formed by Mr. Samuels. The new company would officially run all of the railroad
operations, with the East Portland Traction Company and Molalla Western names falling to the wayside and the Oregon
Pacific Railroad name encompassing all operations.

In the late 1990s, the 801 started to wear out and Mr. Samuels began looking for a replacement after being told the 801 was
not rebuildable.   He purchased a GP7, the 1810, which starred in the movie "Under Siege II" with Steven Segal. As it turned
out, the 801 was rebuildable and Jerry Vanlue, the OPR's contract heavy diesel mechanic, was able to fix the 801.   The OPR
crew prefer the switch style engines due to the better visibility and consequently, the 1810 was rarely used.

For much of its life, the East Portland Line was double track from the East Portland Yard to the Milwaukie Industrial Park.   In
the 1960s, the eastern line was removed and the Oregon Pacific Railroad operated the western single track. By the late
1990s, Metro and the Oregon Pacific negotiated a deal, where Metro would be allowed to expand its Springwater trail on part
of the Oregon Pacific right of way in exchange for Metro covering a significant portion of the cost of redoing and upgrading
part of the East Portland line. This occurred in 1999 and 2000 as the East Portland line was relocated to the eastern right of
way and upgraded. The western right of way was rebuilt as a paved trail and opened to the public in 2003.    The reason for
the switch of right of ways is because the western right of way is closer to the scenic Willamette river and it was easier to fence
off the eastern right of way to protect the public from the moving trains.   The Oregon Pacific Railroad and Springwater Trail
have co-existed ever since with few major issues.

In 1998 and 1999, the SP&S 700 steam engine was invited to Oregon Pacific’s East Portland Yard for OMSI’s “Holiday
Junction” event.   The 700 stayed parked at the East Portland Yard for about a week on display and giving cab tours.

In 2003, the Oregon Pacific Railroad decided to salvage the already discontinued last 3.3 miles of its Molalla Branch from
Liberal to Molalla. The track was salvaged and the crossings removed for safety reasons.   That section is now "rail banked"
and could be reinstated if rail traffic justified rebuilding it. But for now, the Molalla Branch ends about 1/2 mile south of RSG
Forest Products in Liberal.

That same year, the OPR purchased a reconditioned Jackson 6700 tamper with laser and computer curve liner.   In 2007, this
high tech piece of equipment was upgraded and has done significant upgrade work to the East Portland Branch.

In June, 2003, the Oregon Pacific Railroad hosted the SP&S 700 and SP 4449 in an ORHF sponsored event to give steam
train rides in celebration of the grand opening of the Springwater rails to trail next to the Oregon Pacific East Portland line.

In 2004, the OPR purchased another SW8, the 802. This locomotive formerly served with the Lewis & Clark railroad. The
802 is one of the few locomotives to see regular service on both branches of the OPR and is also equipped with dynamic
brakes.   Because it now has roller bearing trucks, courtesy of a slug that Mr. Samuels purchased several years earlier, it can
be transported over the UP between the two branches. Plans are to eventually paint it into historic Southern Pacific colors.

In the fall/winter 2005, the last “street” trackage of the Oregon Pacific Railroad and former PTC was removed and rebuilt into
a conventional, grade/tie/ballast railroad to accommodate several local city construction projects. This section was located
just south of the East Portland Yard, near Water and 4th Avenues.

That same year, the OPR acquired one of its most modern and powerful switcher locomotives ever, an EMD 1200RS with
flexicoil trucks. This former Canadian Pacific road switcher was completely rebuilt from the ground up in 1980 and was in
excellent condition.   Numbered the 1202 it now sees regular service as the primary locomotive for the East Portland Branch.

In 2005, the Oregon Pacific Railroad hosted the 1st annual Oregon Rail Heritage Foundation Holiday Express. Again, the
SP&S 700 and SP 4449 returned to the East Portland line and gave passenger rides over two separate weekends.    Then, in
the Summer of 2006, the SP&S 700 once again returned to the Oregon Pacific for the 50th Anniversary of the End of Steam
Excursion. Later that year, both the 700 and 4449 were featured for three steamed filled weekends at the 2nd Holiday
Express.   In June 2007, the SP&S 700 returned to the OPR for a weekend of steam.    In December 2007, the 3rd annual
Holiday Express was again held on the OPR and the 700 again returned to the OPR in the summer of 2008.   It appears that
steam events with the two heavy steam locomotives will be a regular event on the OPR.

Mr. Samuels and the OPR have invested a significant amount of time and money to upgrade certain parts of the East Portland
branch to accommodate the extremely heavy and long wheel base steam locomotives so they can safely run on a railroad that
was originally never intended for locomotives of that size.

The OPR 802 on the Molalla Branch in 2007

The OPR 1202 on the East Portland Branch in 2006

Holiday Express 2005
Kyle Weismann-Lee Photo

Holiday Express 2006

Mr. Samuels and Milwualkie Cub Scout Pack 593 on the Oregon Pacific Railroad.
Terri Krueger photo.

Mr. Samuels and the Oregon Pacific Railroad have also announced plans to explore the possibility of building a railroad
museum near Oaks Park on an 11 acre site originally designated to be a railroad museum by the City of Portland nearly 50
years ago. It’s currently in the early stages, but is hoped that a deal can be struck with the Oregon Pacific donating some 11
acres of its property to fully connect the Spring Water trail from East Portland to Boring, in exchange for the property near
Oaks Park.

In the summer of 2008, American Steel relocated its manufacturing facility to near Canby, Oregon and is now shipping and
receiving numerous car loads over the OPR Molalla Branch. A new spur was recently constructed to this facility and business
on the OPR is increasing.

The OPR's newest locomotive, the 901.