Eugene Oregon

The Oregon Electric Station

At one time the United States had two extensive passenger rail systems. The first, and most well-known, was the one operated by the freight railroads on their own tracks using the same type of motive power as their freight trains (albeit with some differences in terms of gearing and later the addition of steam generators on the diesel-electric locomotives).

The second, and mostly forgotten, was a system of Electrified Railways called, in most instances “Interurban Lines.” These lines were more directly derived from the various Electric Street Car operations that were common back then in many cities, both large and small, throughout the United Stations. The tracks for the Interurban Operations used rail that was generally not designed to allow for heavy trains. Further, their track laying “standards” (curvature, clearances etc.) were tighter and limited the size and length of much of the equipment used. Plus, in many instances, at least part of their right-of-way was located on regular city streets and not set apart from the rest of the traffic.

In the Pacific Northwest there were several lines. In Oregon the largest was the Oregon Electric Railway. The Oregon Electric was controlled by the Spokane Portland and Seattle Railroad (itself jointly owned by the Great Northern and Northern Pacific). The Oregon Electric had at least 2 lines. The one associated with this station started in Portland and ran south via Tigard, Wilsonville, Salem, Albany, and ended at this terminal in Eugene.

This station was constructed in 18 months between 1912 and 1913, though the first Oregon Electric train stopped in Eugene in October 1912. The Oregon Electric Railway was in direct competition with the Southern Pacific’s Willamette Valley Line which ran between Portland OR and (ultimately) Sacramento CA. For most of its run, including its run into Eugene, the Oregon Electric tracks were within a mile or less of the competing SP Line.

The peak passenger travel for this line was during the 1920’s. However, the economic hardship of the Depression, coupled with the rise in popularity of the Automobile, doomed the Oregon Electric (and most other Interurban Lines throughout the country). In 1933 when the Oregon Public Utilities Commission held a hearing to decide whether to allow the Oregon Electric to be disbanded, only 6 people showed up for the hearing.

Today, the station is a restaurant. A. and I ate there last summer when we were in Eugene. It is quite a nice eatery (sorry, as readers of my other blog know, I don’t take pictures of the food before I eat it, I just enjoy it). You have your choice of outside seating (weather permitting), or inside seating. The décor on the inside is quite interesting. You have a choice of the waiting area, an area designed to look like a station platform, or the inside of an actual Oregon Electric car that has been converted for restaurant use!

On the outside of the station there is a caboose, which I understand is a private residence, so if you go by there, please be respectful of private property and privacy. Please note, however, you will see it carrying the reporting marks of the Oregon Electric and Eastern. Apparently, there is some question about the authenticity of this marking as most of the folks from that area do not recall ever hearing of such a line. Not being from that area, I make no pretense of being any type of expert. If you have questions, go to the web site: http://www.waymarking.com/waymarks/WM3A9Y , and do your research from there.


Concluding modern note:

One of the “unspoken” causes of the demise of the Electric Interurban Railroads, was the improvement in the various State Road systems. Throughout the 1920’s, and especially after the coming of the Great Depression, the Governments (not only state, but also the Federal Government) provided large appropriations, out of “General Revenue Funds,” to build new roads and bridges, and pave or otherwise improve existing thoroughfares. Further, other Federal agencies unique to that time period, e.g. the Civilian Conservation Corps, and the Works Progress Adminiatration, built many “attractions” reachable only by an automobile. All of these projects had a worthy goal, put people back to work and thus re-build our "economic" system. But as with many government programs there were some “unintended consequences.” Among these consequences was the demise of the Interurban System coupled with the rise in power, prestige and money of the American automobile industry, and oil industry.

Since that time, anytime politicians have talked about “economic stimulus” you can almost be sure that what they are really talking about is more road building projects, regardless of the appropriateness of them, or the long term consequences of the road projects on our nation’s energy consumption, or ecological footprint.

The current (this is being posted in January 2009) version of this saga is the economic stimulus package currently before the US Congress. The emphasis is upon “quick return projects,” “projects ready to go,” etc. What they really mean is “Bring us your road building projects for the next 5 years so we can fund them all.” Rail passenger advocates, such as the National Association for Railroad Passengers, are trying to get passenger rail, and mass transit projects a greater proportion of the funding, but from all the reports I am reading at present, they are having an uphill battle. There is some funding for these energy efficient, ecologically-friendly projects included in the present legislation, but the majority of resources appear to be oriented toward more road building. If you decry this current emphasis in our "Public Works (Infrastructure) Program, I encourage you to do what I did, let your Senators, and your Representative know of your thoughts.

As this station shows, it all happened once before, and look what has been the result-- a dependence on other, not necesarily "friendly" countries for our energy supplies, and an industry that seems incapable of responding to the changing priorities of America without large amounts of government-provided cash (this is "Private Enterprise"?).

Springfield Oregon

The Southern Pacific Depot

This structure is notable for several things. First, it is the oldest commerical structure in Springfield Oregon, having been constructed in 1891. It was built according to Southern Pacific standard plan # 22 for a combination station and depot. (What is meant here is that it was a station that was designed to handle both passengers, station, and freight, depot.) Given its building date, the structure, not surprisingly, is now regarded as a "Victorian structure." More specifically it was constructed in the style called "Queen Anne." In this style the builder used as many pieces of architectual ornamentation in erecting the structure as he thought he could get away with/as much as his pocketbook, or the pocketbooks of the buildings owners would tolerate. Regardless of which was the case in the building of this structure, the fact remains it is the last Queen Anne style passenger train station left in the state.

Passenger service into Springfield disappeared in 1965. For a time the SP continued to use the building for freight. But soon even that business evaporated. Finally in 1988 the city council of Springfield took the SP up on its offer to give the building to the city.

Subsequent to its "purchase" by the city it was moved to its new location. It became the anchor for Springfield's "western" (car) entry. It was placed near the old Mill Race, and a park. In its new surroundings, the building was restored to how it looked in 1913.

In addition to the station, the city also purchased a "baggage car" and placed it out in back of the building. The car that was purchased was actually a combination baggage and Railway Post Office car that had belonged to the Pennsylvania Railroad. Notwithstanding its heritage, the car was moved to the city, sandblasted and then re-painted into the Southern Pacific livery.

The only question that remains is, why display a baggage car? Why not a passenger car? Well, possibly because the city of Springfield found it to be a "cheaper" way to go. Baggage cars, in the early 1990's, may have been more plentiful than they appear to be now. Nowadays, according to the officials at Amtrak, such is not the case. And thus, Amtrak's trains # 50 and 51, The Cardinal, are forced to operate with 3 coaches, a sleeper, a combination diner/lounge car, but NO baggage car. Not surprisingly, in the coaches, this results in bewildering mounds of luggage stacked in the mini-luggage bins at the ends of the cars, in the overhead compartments, and whereever else one can find room.

Portland Oregon

Portland Union Station

This station opened in 1896. It was a joint project of the Union Pacific, the Northern Pacific, and the Southern Pacific railroads. All three lines used the station for the first two decades of its existence. They were finally joined, after a fight in which the WW I US Railway Administration got into the act, by the Spokane, Portland and Seattle. At the same time the US Railway Administration also allowed the Great Northern to use the station.

For most of its existence prior to 1950, the station saw in excess of 90 trains a day. While I came into this station on UP's Portland Rose from Pocatello ID (Yellowstone Park), and left on SP's Lark bound for Los Angeles (but we got off in San Francisco) when our family went west in the mid-1950's I do not remember anything about the station from that trip.

Today, it is a busy Amtrak terminal hosting 2 long distance trains, the Coast Starlight, and the Portland section of the Empire Builder, as well as 10 Cascades trains (southbound to Eugene, northbound to Seattle and Vancouver BC) a day. In addition, the bus station is just across the street and bus departures are announced in the station, particularly those which are Amtrak "Thruway" connections. In addition, the City of Portland is extending its Light Rail line so that one of its routes will call at the station.

The station, itself, is downtown near the Japanese-American Historical Plaza along the Wilamette River. It is also within walking distance of the Portland Classical Chinese Garden. This latter place makes a great place to spend a 3 to 4 hour layover!

When we were there in the summer of 2008, it was a busy station indeed. Maybe not all the time, but certainly when trains were arriving or departing.

While the interior has been "spruced up" it still reminds you of the way stations used to look, complete with wooden benches! Portland should be proud of what they have done to make the Amtrak traveler feel welcome.