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Historic Portland Traction Company Bridge Collapsing.
Author: Brian
Date: 03-06-2014 - 12:17
Although it hasn’t seen a train in over 46 years, the Portland Traction Company steel bridge over the Clackamas River at Gladstone, Oregon is likely seeing its last days.
Heavy rains recently have washed out the footing under the south pillar and the south end of the bridge is currently collapsing into the river. While the former Row has since been sold to local governments as part of a deal to create a rails to trail, the bridge was never transferred and is still owned by the Union Pacific. The Portland Traction Company was a joint owned railroad by the UP and SP, hence why the UP still owns the bridge today.
The rail line into Gladstone was completed by January 1893 and we believe this is the original bridge, although its possible the very original was wood and replaced by this steel bridge a few years later, as often happened. It’s a Warren steel through truss.
Although the OPR owns what is left of the active Portland Traction Company Row and although the PTC bridge is miles away from it, it still plays a significant role in our history is that it was determining factor as to why our PTC No. 100 locomotive exists today. Even by the 1940s, the bridge was so old, it had significant weight limits imposed on it. For most of its life the bridge only had to withstand trolleys and electric locomotive motors that only weighed 50 tons each. The PTC and former owners would usually operate two 50 ton electric locomotives, but availability of electric power was coming to an end by the early 1950s.
PGE, which supplied the power to the PTC, was planning on removing its AC to DC converter from the Oregon City substation. PGE offered to give the converter to the PTC, but the PTC would have had to build a new building to house it and maintain it. DC power would still flow over the PTC lines, but because of longer distances from other substations, only the trolleys would be able to utilize it, while the much higher amp drawing freight motors could not. This ultimately prompted the PTC to purchase diesel locomotives, but the bridge caused a major dilemma.
The PTC operated two 50 ton locomotives, equaling 100 tons, but spread out over 8 axles. It would need a diesel locomotive equal to close to 100 tons, but able to replace the tractive effort of two 50 electric motors. They decided their options were either two GE 70 tonner locomotives or a single EMD SW1, which weighs 100 tons. It was decided the single EMD SW1 would be the more cost effective option. The PTC was very cash strapped at the time and the parent companies, UP and SP, micro managed every purchase the railroad made.
By 1952, the Portland Traction Company No. 100 would enter service and replace the electric motors on the Oregon City Branch. That locomotive still currently serves on our East Portland Branch. A year later, the PTC would purchase another SW1, the No. 200 and electric freight motors would disappear forever.
Throughout the 1950s and 60s, the EMD SW1s would need periodic overhauls and repairs. This caused more delimas as the PTC would need to borrow locomotives from either the SP or UP, but by then locomotives of 100 ton weight or less were not in high supply. The weight restriction on the bridge was a strict 100 tons.
The bridge would see its last train in 1968. For decades the bridge remained in place. Even after the rails were removed, the ties remained for a while and it was often used by pedestrians, fisherman and even swimmers to jump into the river. At some point, the ties were removed and access restricted.
Today the bridge’s days are definitely numbered. The UP is currently flying in a bridge inspector from Salt Lake to assess the situation. Its very likely the UP will elect to tear down the bridge before it collapses into the river. Whether that happens right away or down the road, depends on how bad the current situation is. So get your photos while you still can.
This photo taken by Dick Samuels today, owner of the OPR.
Brian McCamish
Oregon Pacific Railroad
[www.oregonpacificrr.com]
Heavy rains recently have washed out the footing under the south pillar and the south end of the bridge is currently collapsing into the river. While the former Row has since been sold to local governments as part of a deal to create a rails to trail, the bridge was never transferred and is still owned by the Union Pacific. The Portland Traction Company was a joint owned railroad by the UP and SP, hence why the UP still owns the bridge today.
The rail line into Gladstone was completed by January 1893 and we believe this is the original bridge, although its possible the very original was wood and replaced by this steel bridge a few years later, as often happened. It’s a Warren steel through truss.
Although the OPR owns what is left of the active Portland Traction Company Row and although the PTC bridge is miles away from it, it still plays a significant role in our history is that it was determining factor as to why our PTC No. 100 locomotive exists today. Even by the 1940s, the bridge was so old, it had significant weight limits imposed on it. For most of its life the bridge only had to withstand trolleys and electric locomotive motors that only weighed 50 tons each. The PTC and former owners would usually operate two 50 ton electric locomotives, but availability of electric power was coming to an end by the early 1950s.
PGE, which supplied the power to the PTC, was planning on removing its AC to DC converter from the Oregon City substation. PGE offered to give the converter to the PTC, but the PTC would have had to build a new building to house it and maintain it. DC power would still flow over the PTC lines, but because of longer distances from other substations, only the trolleys would be able to utilize it, while the much higher amp drawing freight motors could not. This ultimately prompted the PTC to purchase diesel locomotives, but the bridge caused a major dilemma.
The PTC operated two 50 ton locomotives, equaling 100 tons, but spread out over 8 axles. It would need a diesel locomotive equal to close to 100 tons, but able to replace the tractive effort of two 50 electric motors. They decided their options were either two GE 70 tonner locomotives or a single EMD SW1, which weighs 100 tons. It was decided the single EMD SW1 would be the more cost effective option. The PTC was very cash strapped at the time and the parent companies, UP and SP, micro managed every purchase the railroad made.
By 1952, the Portland Traction Company No. 100 would enter service and replace the electric motors on the Oregon City Branch. That locomotive still currently serves on our East Portland Branch. A year later, the PTC would purchase another SW1, the No. 200 and electric freight motors would disappear forever.
Throughout the 1950s and 60s, the EMD SW1s would need periodic overhauls and repairs. This caused more delimas as the PTC would need to borrow locomotives from either the SP or UP, but by then locomotives of 100 ton weight or less were not in high supply. The weight restriction on the bridge was a strict 100 tons.
The bridge would see its last train in 1968. For decades the bridge remained in place. Even after the rails were removed, the ties remained for a while and it was often used by pedestrians, fisherman and even swimmers to jump into the river. At some point, the ties were removed and access restricted.
Today the bridge’s days are definitely numbered. The UP is currently flying in a bridge inspector from Salt Lake to assess the situation. Its very likely the UP will elect to tear down the bridge before it collapses into the river. Whether that happens right away or down the road, depends on how bad the current situation is. So get your photos while you still can.
This photo taken by Dick Samuels today, owner of the OPR.
Brian McCamish
Oregon Pacific Railroad
[www.oregonpacificrr.com]
Historic Portland Traction Company Bridge Collapsing.