Page 127 - TransportationPlanUsetsGuide

FREIGHT RAIL
Rail shipping remains the most fuel-efficient method of moving goods over land. A train can move one ton of goods 400
miles on one gallon of diesel, compared to three gallons of fuel required for most trucks.

While the role of railroads in Washington County’s overall freight network is relatively small, a number of local firms
continue to use them regularly, particularly in the forest products industry. Portland & Western Railroad (PNWR) is the
primary operator of freight railroads within Washington County, with lines stretching from Banks to Wilsonville, and from
Lake Oswego to Sherwood.

Railroad Routes,
Owners, and Users
Washington County has
more than 90 miles of
active “short line” freight
railroads; all operated
PNWR, a Salem-based
subsidiary of short line
holding company Genesee
& Wyoming. Washington
County does not contain
any Class I railroads, inter-
modal facilities, or major
rail yards. The PNWR
system interchanges with
the Albany & Eastern
Railroad, BNSF Railway,
Central Oregon & Pacific
Railroad, Coos Bay Rail Portland & Western Railroad engine in Hillsboro
Link, Hampton Railway, Port of Tillamook Bay Railroad, and Union Pacific Railroad. Commodities transported by rail
include aggregates, brick, and cement, chemicals, construction and demolition debris, food and feed products, forest
products, metallic ores and minerals, and steel and scrap.

Freight Rail Demand
Class I railroads such as Union Pacific and BNSF have experienced major business growth in the past decade, largely
due to increased fuel costs that make rail shipping less expensive than trucking. However, Washington County has only
short line railroads, which are generally in a distressed or static state. The railroads’ primary business – forest prod-
ucts – remains in an uncertain economic state, and few funds are available (public or private) for track maintenance
or upgrades. Reliance on a single customer, such as the Stimson lumber mill at the terminus of the Westside-Seghers
Branch, puts some short lines at further risk. While freight rail demand is uncertain, existing County policy is to preserve
these corridors for future needs for freight and passenger service.

Railroad Crossing Considerations
The majority of roadway rail crossings in Washington County are at-grade, posing potential hazards and conflicts be-
tween rail traffic and other travel modes, including vehicles, pedestrians, and bicyclists. The ODOT Rail Division autho-
rizes any new rail crossing or any modification to an existing rail crossing. Trains are required to signal with horns when
approaching a highway crossing. All highway crossings are required to be marked with a passive stop sign and railroad
crossing sign. Alternatively, an activated crossing guard arm may be installed if the traffic expected at the crossing war-
rants this treatment. Passive railroad crossing signs also may be accompanied by active flashing lights, which are to be
treated the same as a red traffic light.

PART 3: TRANSPORTATION MODAL ELEMENTS 109
Effective November 27, 2015 • Updated December, 15 2016