THE OFFICIAL WEBPAGE

OF ROBERT D. WEST

Farewell is not Forever

The 50th Anniversary of the Farewell to Steam Excursion

featuring the Springwater Trail, Oaks Park & SP&S #700

On May 20, 1956, the Spokane, Portland & Seattle steam locomotive #700 pulled a special train to mark the final run of all SP&S steam locomotives. It was called the Farewell to Steam Excursion. But, it wasn't really the end for #700. On June 10-11, 2006, #700 ran $5 round-trips from Oaks Park north along the Springwater Trail to near the Oregon Museum of Science & Industry, in commemoration of the 50th anniversary of the 1956 Farewell to Steam Excursion. I was there on June 10 to ride the train and witness the event. All but five of the pictures on this page were taken that day.

History of the SP&S #700

The Spokane, Portland & Seattle Railway, known as The Northwest's Own Railway, was formed in 1905 as a joint venture between the Great Northern and Northern Pacific Railways to build a railroad connecting the cities of Spokane and Pasco, Washington with Portland, Oregon via the north bank of the Columbia River. The SP&S would find itself stuck with retired equipment from its parent roads, and by the mid-1930s, the SP&S was finding it difficult to compete with the Union Pacific Railroad on the Oregon side of the river.

Finally, the GN and NP gave the SP&S some new locomotives of its own, in the form of six 4-6-6-4 Challengers for freight service and three 4-8-4 Northerns for passenger service. These locomotives were identical to locomotives then being delivered to Northern Pacific, except that the SP&S locomotives would burn oil instead of coal. The three passenger locomotives

were numbered 700-702. They were built by the Baldwin Locomotive Works of Philadelphia, Pennsylvania in June, 1938. Except for burning oil, they were identical to the Northern Pacific A-3 class of locomotives. SP&S referred to them as E-1's.

Here are some specs on the SP&S #700:

By 1955, the SP&S had completed dieselization and was ready to retire the last of its steam locomotives. The SP&S would make sure that steam would go out in style, though. On May 20, 1956, SP&S sponsored the Farewell to Steam Excursion, a 21-car round trip between Portland, Oregon and Wishram, Washington behind the SP&S's steam locomotive #700. 1,400 passenger rode behind #700 for what everyone believed would be the last time.

After the excursion, #700 joined the rest of SP&S's steam locomotives in a scrap line. The end seemed certain, until the Union Pacific offered the City of Portland a retired steam locomotive of its own to display in a park: 4-6-2 Pacific #3203, originally built by Baldwin in 1905 as the Oregon Railroad & Navigation Company #197. Not to be outdone by its competitor, the SP&S decided to donate a newer and larger locomotive to the City of Portland: #700. The locomotive was donated to the city on January 13, 1958, and would be the only SP&S or NP E-1 Northern to survive. The two locomotives were placed on display in Oaks Park that year, and were soon joined by another 4-8-4: Southern Pacific #4449.

Only one other SP&S steam locomotive would escape the scrap line. O-3 Class 2-8-2 Mikado #539, built by the Brooks Locomotive Works as Northern Pacific 1762 in September, 1917 and transferred to SP&S in August, 1944, was donated to the City of Vancouver, Washington on October 4, 1957. In June 1997, it was moved to Battle Ground, Washington, where it is undergoing restoration.

In an interesting twist, the SP&S promised a steam locomotive to Klickitat County, Washington to be placed in Maryhill State Park, only to have already scrapped all of its own remaining steam locomotives. SP&S purchased retired Great Northern P-2 Class 4-8-2 Mountain #2507, repainted it in SP&S colors, and donated the "SP&S" locomotive. The SP&S never actually operated any 4-8-2 Mountain-type locomotives. The locomotive was eventually repainted back into Great Northern colors, and is now on display in Wishram, Washington, ironically right next to the former SP&S main line.

The Spokane, Portland & Seattle Railway itself disappeared in 1970 as it merged into the Burlington Northern Railroad, now Burlington Northern Santa Fe, or BNSF.

The three locomotives in Oaks Park remained there behind a chain-link fence for a number of years. SP #4449 was the first to be removed. It would pull the American Freedom Train in 1975-76. After #4449's restoration, 15-year-old Chris McLarney founded the Pacific Railroad Preservation Association in 1977 to restore #700. The locomotive returned to operation in 1990. The third locomotive, UP #3203, has also been removed from Oaks Park to be restored as OR&N #197.

Since its restoration, #700 has been in operation throughout the Pacific Northwest, operating around the Portland area and the Willamette Valley, returning to its own route on the north bank of the Columbia River, and even traveling as far as Montana, where it never visited in its years of regular service for the SP&S. On January 25, 2006, it was placed on the National Register of Historic Places. It is the third largest and second most powerful operating steam locomotive in the world.

The year 2006 was special, though, as it marked 50 years since everyone said farewell to #700, thinking she was doomed to be scrapped, and yet she has been resurrected; she still pulls passengers long after the diesels that replaced her had themselves been replaced and retired. An excursion was in order.

History of the Route

The tracks #700 would be running on were originally laid in the early 1890s by the East Side Railway Company. The East Side Railway Company was formed in 1891 to link Portland to Oregon City. This line, completed in 1893, was the first interurban railroad in the United States, and utilized the first long-distance transmission of electricity. The East Side Railway became the Portland City & Oregon Railway in 1901, and was renamed the Oregon Water Power & Railway Company in 1902.

Oaks Park

In 1905, the Oregon Water Power & Railway Company built Oaks Amusement Park as a reason for Portland-area residents to use the interurban line on the weekends. Oaks Park opened on May 30, 1905. In the early 1920s, the operating company for the park was sold to John Cordary, a manager of the park. In the spring of 1925, park superintendent Edward H. Bollinger purchased the operating company from Cordary's widow shortly after Cordary's death. Bollinger purchased the park property itself from the Portland Electric Power Company in 1943. The park was passed on to Bollinger's son, Robert E. Bollinger, in 1949, and the younger Bollinger continued to operate the park until January 1, 1985, when he donated the park to a non-profit corporation he formed to run the park. Today, Oaks Park is one of the oldest continuously-operating amusement parks in the United States. Though the amusement park rides only operate in the summer and on weekends in the spring and fall, the roller-skating rink is open year-round.

This is the main entrance to Oaks Park

This entrance is adjacent to the Roller Skating Rink at the north end of the park.

The Oaks Park Roller Skating Rink opened in 1905, and is the oldest continuously operating roller rink in the United States. When the rink first opened, music was provided by a live brass band, accompanied by a Wurlitzer organ. The original Wurlitzer was replaced in the early 1920s by a William Wood console organ. This organ was expanded over the years until 1955, when it was replaced by the 1926 Mighty Wurlitzer from Portland's Broadway Theatre. This organ remains in use in the rink today. The organ features 1,242 pipes, 2,525 magnets, 4,700 pouches and 500,000 feet of wire. It was installed in the rink without shutters to make it loud enough to be heard over the skaters.

The rink's floor measures 100 feet by 200 feet. After a flood in 1948 severely warped the rink's wood floor, the rebuilt floor was designed to float in the event of another flood. Since then, the floating floor has survived two serious floods, in 1964 and 1996. The large painted advertisement on the back of the rink building dates from at least 1948.

The Historic Dance Pavilion is the only other original feature of the park. It can be rented out for wedding receptions and other special events.

This large totem pole stands near the picnic area and the Dance Pavilion, inside the train's loop.

Oaks Park has had a miniature train ride since its earliest days. The first miniature train was a steam-powered train built in 1910. It proved to be underpowered and was replaced in 1925. This is the fifth train Oaks Park has had.

This train replaced a Miniature Train & Railroad Company G-16 that was installed in 1956. The G-16 ran on 16" gauge track, and resembled a diesel locomotive, painted in the colors of the Union Pacific Railroad. The track is dual-gauge: 16" for the former train and 24" for the current one.

The train operates on a 2,600 foot oval-shaped loop that encircles the picnic areas. The train also passes by the Historic Dance Pavilion and runs alongside the Willamette River for nearly half its run. The ride is short; a single trip around the loop only takes a few minutes, though children might get bored if it were much longer.

The current train was built by the Chance Manufacturing Company of Wichita, Kansas. Chance is a famous manufacturer of amusement park rides. They have been manufacturing this train for many years, and continue to do so. Though it looks like a steam locomotive, the train is actually powered by a gasoline engine. This train was originally used at Seattle's Woodlawn Park Zoo. It was removed from the Seattle zoo in 1980, and began operating here at Oaks Park in 1985.

The Chance locomotive is a miniature replica of the C.P. Huntington, a steam locomotive on display at the California State Railroad Museum in Sacramento. The real C.P. Huntington was built by Danforth, Cooke & Company of Paterson, New Jersey in 1863 for the Central Pacific Railway of California. It was delivered to San Francisco on March 19, 1864, after traveling by sea from New York around Cape Horn. The C.P. Huntington was used for special occasions after 1894, and was donated to the state of California by Central Pacific's successor, Southern Pacific in 1964. The C.P. Huntington is named for Collis Potter Huntington, one of the original founding officers of the Central Pacific, the railroad that built from California to create the first Transcontinental Railroad with the Union Pacific in 1869.

One of the most popular rides at Oaks Park has always been the Skooter Cars, though they are often referred to by the more generic term: bumper cars. The Skooter Cars were most likely  manufactured by Lusse Brothers, Inc.

The Carrousel is the oldest ride in the park. It is a Herschell-Spillman "Noah's Ark" built in 1912. It was placed in Oaks Park in 1924. It the the only part of Oaks Park listed on the National Register of Historic Places. Notice the neon sign that reads "CARROUSEL." I have seen references online to this sign being misspelled, however according to the 1962 American College Dictionary, the definition of the word "carrousel" is "n. 1. a merry-go-round (def. 1).  2. a tournament in which horsemen executed various formations. Also, carousel." The definition of the word "carousel" on the other hand is simply "n. carrousel." So, "carrousel" is the original word and the proper spelling, although "carousel" is an acceptable alternate spelling. Interesting that it now seems to be the primary spelling. I think it is also interesting that a carrousel takes its name from the horses, not the rotation. (If you are curious, the definition of "merry-go-round" is "n. 1. a revolving machine, as a circular platform fitted with hobby-horses, etc., on which persons, esp. children, ride for amusement.  2. any whirl or rapid round.")

This Ferris Wheel was built by the Eli Bridge Company. It is an Eagle Rim Drive Wheel.

There have been many roller coasters at Oaks Park over the years. This is the Looping Thunder. It is a Looping Star model built by Fratelli Pinfari S.r.l of Montova, Italy. It has been at Oaks Park since 1996. The track is 1,197 feet 6 inches long. At it's highest point the coaster is 36 feet high.

Here is the classic Tilt-A-Whirl, built by Sellner Manufacturing.

The Rock & Roll is a Matterhorn-style ride made by Bertazzon.

Big Pink is a Dartron slide. It was added to Oaks Park  in the 1990s with great fanfare.

Detailed History of Oaks Park from Oregon Historical Quarterly

The Oaks in the Progressive Era

Oaks Park 1999 page by Dave C. Althoff, Jr.

Oaks Park 1997 page by Dave C. Althoff, Jr.

The Portland Traction Company

The Oregon Water Power & Railway Company consolidated with the Portland Railway streetcar company in 1906 to become the Portland Railway, Light & Power Company. The PRL&P became the Portland Electric Power Company (PEPCO) in 1924.  By 1946, the streetcar lines had become the Portland Traction Company and the interurban lines were the Portland Railroad and Terminal Division of the Portland Traction Company. Streetcars stopped operating in 1950, and the electric interurbans stopped running in January of 1958. Freight service continued on this line with the Portland Traction Company's two EMD SW1 diesel locomotives, #100 & #200, which were purchased new in February 1952 and March 1953 respectively.

In 1962, the Portland Traction Company was purchased jointly by the Union Pacific and Southern Pacific railroads. Portions of the line would be abandoned over the next 30 years, until 1991, when all that remained was the four miles from East Portland to Milwaukie, which were sold to Dick Samuels along with SW1 #100 to become the East Portland Traction Company. It was these very tracks that #700 was pulled down when she was placed in Oaks Park in 1958, and when she was taken back out to be restored. SW1 #200 was sold and ended up serving a grain elevator in Superior, WI. The original 17 miles of the Springwater Trail opened in 1996, mostly on the right of way of the old Portland Traction line to Boring.

See The Rise and Fall of the Portland Traction Company by Craig Bass for more history, and see Brian McCamish's Springwater Division and Oregon Pacific to see what is left.

Dick Samuels merged the East Portland Traction Company with his Molalla Western Railroad in 1997 to form the Oregon Pacific Railroad. Portland Traction #100 is still maintained in its original orange paint, though it is only one of several locomotives operated by the Oregon Pacific. In the 1990s, Dick Samuels started a small excursion train called SamTrak on this route between Oaks Park and OMSI. Though SamTrak service was suspended in 2002, the SamTrak station at Oaks Park remains. Though these tracks are usually regulated to freight-only service now, they do occasionally host excursions for #700 and #4449, especially during the holidays.

There were once two parallel railroad tracks along this route. The track further from the Willamette River was removed years ago. When the city of Portland wanted to build the Springwater bike trail, the remaining track was moved into the position of the track that had been removed, to allow the trail to be closer to the river. This part of the trail opened in November 2002. The entire Springwater Trail is now just over 20 miles long.

The Excursion Train

The cars accompanying #700 have an interesting and varied history.

First is #700's crew car, PRPX #9477. This car was originally built by the Pullman-Standard Car Company in 1948 as a 22 Section Sleeping Car for the New York Central Railroad. It was originally named Great Peconic Bay, and carried the number 10442. The car was sold to the Canadian National Railway in 1958, becoming CN #2063 and was renamed Valjean. in 1973, it was rebuilt into its current configuration as a baggage-dormitory car (a sleeping car for crewmembers) and renumbered to 9477. It still wears the colors of VIA (the Canadian equivalent of Amtrak) from when it was retired in 1990.

This car appeared in a 1991 episode of the TV series MacGyver. The car is in the sixth season episode "Blind Faith" and is featured in a scene where MacGyver (played by Richard Dean Anderson) must retrieve a video tape hidden in the car by an accomplice while avoiding two thugs.

After being sold by VIA, the car was stored by an individual in Mineral, Washington until 2003, when the PRPA purchased it for use as a crew car. All but two of the roomettes have been removed by the PRPA.

Coach #1210, Plum Creek, was built in 1950 by American Car & Foundry for the Great Northern Railroad. It was originally a 60-seat, short-distance coach. 1210 is the car's original number. Unlike many passenger cars, this coach was not sold to Amtrak and remained with the Great Northern's successor, Burlington Northern, who removed the coach seats in 1977 to use the car as a mobile classroom, though the car's original overhead luggage racks and lighting remain. In 1981, the car was sold and was kept in Minnesota, where it was named Plum Creek, until 1999, when it was purchased by the Friends of SP #4449 for use as a parlor/lounge car. Though it wears its original number of 1210, the car's official number, which can be found in small lettering on the side of the car, is PPCX #800235. It is maintained in its original Omaha Orange and Pullman Green of the Great Northern Railroad.

Caboose #900 was originally a logging caboose, which has been heavily modified for passenger use, although its basic shape remains the same. It was used by the Oregon Pacific Railroad for SamTrak. SamTrak ceased operating in 2002, and the caboose is now used only for special events. It is equipped with an air horn and lights to allow it to be used as the "front" of a train that cannot be turned around, such as this one.

The Speeders

In addition to #700's train, a group had a number of motorcars, or speeders, available for rides to Milwaukie. Speeders were used by railroad work crews to travel to remote areas where trackwork needed to be done. As railroad routes became more accessible by roads and work crews began traveling longer distances, speeders were phased out in favor of more expanded use of hi-rail trucks: trucks with the ability to drive or roads and railroad tracks. As speeders were retired, they became available to the general public. Private owners of speeders arrange to use them on railroad routes that are out of service or see limited operation. Though several companies built speeders, and some railroads even built their own, most speeders were built by Fairmont.

This topless Fairmont speeder has been nicely restored with beautiful new wood decking. It wears the herald of the Atchison, Topeka & Santa Fe, which may or may not be the speeder's original owner, as this is not the original, or probably even a fully accurate, paint job. This speeder was not running while I was present.

This covered Fairmont speeder is lettered for the Valley & Siletz Railroad, a small Oregon shortline that shut down in 1992. This could be original paint, or at least an accurate repaint. It does carry the name Cliff on the front in script, which is probably not original. It is probably the name of the current owner, or perhaps the speeder itself has been christened. This speeder also was not running while I was there.

This Fairmont speeder appears to be in its original paint. It is lettered P&M 03 in stick-on letters & numbers. This could be original, or could have been added. I have no idea what P&M stands for.

This Fairmont speeder is formerly Milwaukee Road #7849. It appears to be in its original paint, except that it wears the name Casper, which has probably been added. This speeder also displays its weight: 1,360 pounds.

This backless Fairmont speeder wears an American flag on the front and a sign on the back that reads Spirit of Toledo 1905-2005. The city of Toledo, Oregon was incorporated in 1905.

This Fairmont speeder carries the number #7927. I believe this is a former Milwaukee Road speeder, mostly in its original paint. I'm not sure if the Operation Lifesaver sticker was applied when it was still owned by the railroad or not.

This fully-enclosed Fairmont speeder is formerly Union Pacific #2615. It appears to be in its original paint. It also wears its Fairmont model designation: MT-14. The T indicates a 2-speed car, and the 14 indicates 4 seats. A 2-seat version would be an M-19 or MT-19. A fully-enclosed speeder provided the occupants complete protection from the elements on days with inclement weather, however on hot summer day like this was, the enclosed cab can be very hot and uncomfortable

This backless Fairmont speeder appears to be a former Seaboard Coast Line speeder numbered RI-040, though the paint looks to good to be original, so perhaps it is not.

This patriotically-decorated Fairmont Speeder is most likely not in its original colors. It carries the markings of the Denver & Rio Grande Western and the number 1776. It may be a former Rio Grande speeder, but I doubt it was actually numbered 1776.

One more Fairmont speeder. This one was devoid of any identification whatsover.

Riding the Train

Here is the Plum Creek boarding. The woman is a PRPA volunteer who was taking tickets.

This is the interior of the Plum Creek. The original coach seats were removed by Burlington Northern in 1977, so these fairly common tables and chairs are used to make the former coach into a parlor car of sorts. Aside from the missing seats, the interior of the car looks very close to how it looked originally, complete with overhead luggage racks and reading lights.

A number of sights can be seen from the train as it travels along the Springwater Trail.

Oaks Park is near milepost 3 of the Springwater Trail.

There is a short siding at Oaks Park. The speeders would wait on this siding until #700 was on its way before heading in the other direction. The switchstand is quite old, and even includes a cast iron sign that reads "IMPAIRED CLEARANCE."

This pond is part of the 140-acre Oaks Bottom Wildlife Refuge. On the other side is the huge Portland Memorial Mausoleum.

The Crystal Dolphin is a small cruise boat owned by American Waterways, Inc., operators of the Portland Spirit, Willamette Star, Outrageous Jetboat and sternwheeler Columbia Gorge. These boats are used for Portland-based day cruises on the Columbia and Willamette Rivers. Aside from the jetboat, Crystal Dolphin is the smallest. It is seen here on the Willamette near Oaks Park.

Here is a view of the trail looking out the window of the Plum Creek. #700 is barely visible along the left edge of the window.

Some old docks can be seen from the train or the trail.

Downtown Portland is beginning to come into view. Visible are the Wells Fargo Center (the tallest building in Oregon), the KOIN Center and the Ross Island Bridge.

A glimpse of the Oregon Health & Science University campus on Marquam Hill, and the buildings for the new OHSU River Campus under construction. Eventually an aerial cable tram will connect them.

Here is a better view of the Ross Island Bridge. It was designed by Gustav Lindenthal and built by Booth & Pomeroy at a cost of $1.9 million. It opened on December 21, 1926 and is the only cantilever deck truss bridge in Oregon. The cantilever truss is 1,819 feet long, with a main span of 535 feet. Including the approaches, the bridge is over 3,700 feet long. It carries U.S. Highway 26 across the Willamette River. Though originally owned by Multnomah County, since 1976 it has been owned by the Oregon Department of Transportation.

The Other End of the Line

Here is the north trailhead of the Springwater Trail. It is at the south end of SE 4th Avenue near the intersection with SE Ivon Street.

Stepping back from the trailhead, the top of a rail from a long-abandoned industrial spur peeks through the pavement.

An old crossbuck still stands guard, even though SE Ivon Street ends just about 100 yards beyond it. There is no crossbuck on the other side, just a stop sign. Ross Island Sand & Gravel in in the background.

A better look at the old crossbuck, probably nearly forgotten here, but still doing its job.

The stray rail poking through the pavement. It is street rail; the edge that was originally intended to keep the pavement away from the flangeway can just barely be seen.

Pretty much the entire length of SE 4th Avenue can be seen in this picture. The only part of SE 4th Avenue that actually bears that name is this disconnected two-block section. The rest of the street that would be SE 4th Avenue in the rest of the city is actually named SE Martin Luther King Jr. Blvd. Before being named in honor of Dr. King, the street was named SE Union Avenue.

The warehouse that the stray rail once served.

A now-irrelevant sign remains in place to proclaim its warning.

From where the train came to a stop, at the intersection of SE 4th Street and SE Caruthers Avenue, the Oregon Museum of Science & Industry is in plain view, with the rest of the city behind it.

At this end of the line are four old passenger cars on a siding. The numbers 2301 on the end of the first car really have nothing to do with the car itself. These cars are semi-permanently placed here, and actually have an address: 2301 SE 4th Avenue.

Three of these passenger cars were originally owned by the Chicago, Milwaukee, St. Paul & Pacific Railroad, more commonly known as the Milwaukee Road. They are not painted in anything close to their original colors; in fact, their current paint is similar to that of the Burlington Northern's passenger cars. However, the distinctive shape of the windows of these cars positively identifies them as former Milwaukee Road cars. These three cars seem to be used for some purpose as they are connected to electric service.

The first car is a Valley-series parlor car. It is one of a group of eight cars built in 1948 for the Twin Cities Hiawatha and Midwest Hiawatha. These eight cars were numbered 190 to 197, and were all named. The names all ended in "Valley"; in order of car numbers they were Maple Valley, Wisconsin Valley, Gallatin Valley, Fox River Valley, Red River Valley, Pleasant Valley, Rock Valley and Spring Valley. It is not Wisconsin Valley or Fox River Valley, but it could be any of the others.

This car is a baggage-dormitory car. In addition to having baggage space, it also provided sleeping quarters for passenger train crews. This car was one of six such cars built in 1947 for the Olympian Hiawatha between Chicago and Seattle, and numbered 1309 to 1314. This car is not #1312, but could be one of the others. Some only had a single window in the baggage door. This one has two, which matches #1313, so it may be that car.

This car is a coach built in 1947 for the Olympian Hiawatha. It is one of a group of 18 cars, numbered 480 to 497. This is not #496, but may be any of the others.

For more information about Milwaukee Road Passenger Cars, click here.

This is the fourth passenger car kept here. It is not in the same good condition as the others, and seems to be used only for storage. However, it is the only one of the four cars whose exact identity is known. This car is an 8-6-4-1 sleeping car. It originally featured 8 duplex roomettes, 6 roomettes, 3 double bedrooms and 1 compartment. It was built in 1948 by Pullman-Standard as Spokane, Portland & Seattle #366, the Portland. It was used on the Northern Pacific's North Coast Limited, and its ownership by the SP&S represented the SP&S's Portland through-car connection to the Chicago-Seattle train, which was made in Pasco, Washington. This car was undoubtedly pulled behind #700 at some point in its career. The car lost the name Portland in March of 1954, and from then on was known simply as #366. Though the Northern Pacific owned 17 of these cars, this was the only one owned by the SP&S. Some of the original lettering can still be seen through the mineral red paint, which was probably applied when the car was used for maintenance service, probably as a bunk car for maintenance crews.

Here is #700 at the end of the run, ready to go back the other way.

Plum Creek basking in the sun.

#700 on her way back to Oaks Park, bell ringing and whistle blasting. The marker lights are properly lit with white lenses showing, as this train is an Extra: an unscheduled train, as pretty much all trains are these days.

#700 passes the Springwater Corridor sign at the trailhead.

The train and I bid farewell, as it heads back to Oaks Park.

Farewell to Steam 50th Anniversary Links

Spokane, Portland & Seattle #700

Pacific Railroad Preservation Association

The PRPA's SP&S 700 on the Oregon Pacific railroad

Brian McCamish's -50th Anniversary- Farewell to Steam Celebration

Oaks Amusement Park

Also See:

4449 - 844 Doubleheader!

4449 and Friends from the Brooklyn Roundhouse

Northwest Short Lines

Northwest Railroad Museums

No. 700

Motorcar Club Toots Through Rainier

Diesels of the Oregon Pacific Railroad

All website content, including graphics and pictures are © Robert D. West unless otherwise noted.  Content is not to be used out of the context of this webpage without expressed permission.  Any opinions expressed herein are mine and are not necessarily shared by the Milwaukee School of Engineering, or anyone else.

Questions? Comments? Critiques? Corrections? Concerns? Email me at westr@msoe.edu.