Misplaced Pages

#405594

67-559: The Portland and Western Railroad ( reporting mark PNWR ) is a 516-mile (830 km) Class II railroad serving the U.S. state of Oregon , and is a wholly owned subsidiary of shortline and regional railroad holding company Genesee & Wyoming Inc. The PNWR includes a subsidiary, the Willamette and Pacific Railroad ( reporting mark WPRR ). PNWR's tracks lie entirely within Oregon, extending from Astoria to Portland along

134-695: A 2-digit code indicating the vehicle's register country . The registered keeper of a vehicle is now indicated by a separate Vehicle Keeper Marking (VKM), usually the name of the owning company or an abbreviation thereof, which must be registered with the Intergovernmental Organisation for International Carriage by Rail (OTIF) and the European Union Agency for Railways (ERA) and which is unique throughout Europe and parts of Asia and Northern Africa. The VKM must be between two and five letters in length and can use any of

201-466: A few unique locomotives, including the former PNWR 3300 (which was an EMD SD40-3MR), as well as one of the last remaining SDP40Fs , DLMX 644, as well as RSD-5 , DLMX 324. The 17 GP39-2 units, numbered 2301-2317, were originally built as ATSF units 3600-3616. WPRR (later PNWR) bought 17 of these locomotives in 1993 for expansion while the others became BNSF units. Units 2303 (now repainted into G&W colors), 2306, 2308, 2311, and 2312 are still in

268-475: A fourth vehicle which is a control trailer that is towed or pushed by one of the three powered cars. TriMet also acquired two former Alaska Railroad Rail Diesel Cars , or RDCs, in late 2009 and refurbished them to serve as a backup train on occasions when one or more of the DMUs are out of service. Fares are handled off-board using ticket-vending machines at each stop, which will not allow for cash fares but only

335-464: A hyphen. Some examples: When a vehicle is sold it will not normally be transferred to another register. The Czech railways bought large numbers of coaches from ÖBB. The number remained the same but the VKM changed from A-ÖBB to A-ČD. The UIC introduced a uniform numbering system for their members based on a 12-digit number, largely known as UIC number . The third and fourth digit of the number indicated

402-530: A letter dated December 5, 2000, then General Manager of the railroad Bob Melbo stated "This is not an out and out merger of P&W and W&P. Rather, we are now using P&W as our principal corporate identity and are subjugating the W&;P identity accordingly. P&W was picked because it did business with both UP and BNSF whereas W&P did business with just UP and didn't have a relationship with BNSF. " Everything from locomotives to letterheads began to bear

469-489: A long-term lease of the remaining Burlington Northern branches in the state, giving the company access to Salem and Eugene via its own tracks. The acquisition of the former allowed PNWR to make through movements from its Portland-area lines to its central yard at Albany without routing over the steep and curvy Rex Hill. PNWR has a diverse traffic base based on carload commodities. Woodchips, paper, agricultural goods, and aggregates are all major sources of traffic. Primary amongst

536-679: A matter of weeks before the end of service of the original California Zephyr , which had been operated by the CB&;Q, in conjunction with the Denver and Rio Grande Western and Western Pacific railroads, and continued to operate the North Coast Limited , Mainstreeter , Empire Builder , Western Star , Denver Zephyr , " Gopher ", and " International ", until Amtrak took over intercity passenger service in May 1971, thus becoming

603-700: A predecessor of the CNW, from which the UP inherited it. Similarly, during the breakup of Conrail , the long-retired marks of the Pennsylvania Railroad (PRR) and New York Central Railroad (NYC) were temporarily brought back and applied to much of Conrail's fleet to signify which cars and locomotives were to go to CSX (all cars labeled NYC) and which to Norfolk Southern (all cars labeled PRR). Some of these cars still retain their temporary NYC marks. Because of its size, this list has been split into subpages based on

670-485: A prepaid ticket or pass online, or at the Wilsonville Fred Meyer (30300 SW Boones Ferry Road). Reporting mark In North America , the mark, which consists of an alphabetic code of two to four letters, is stenciled on each piece of equipment, along with a one- to six-digit number. This information is used to uniquely identify every such rail car or locomotive, thus allowing it to be tracked by

737-615: A short portion of SP's mainline to Brooklyn Yard to facilitate interchange with SP; however, in the year before the P&;W's formation, the W&P had been interchanging with SP exclusively through the Eugene Yard gateway. The railroad's first day of operation was August 18, 1995, and it began with 52 miles (84 km) of line, leased from SP. Shortly after PNWR's startup, class one railroad Burlington Northern "spun off" part of its Oregon Electric Railway branch lines north of Salem to

SECTION 10

#1732801620406

804-554: A very intertwined history, due to the efforts of James J. Hill , the railroad tycoon who had founded the Great Northern Railway. Hill purchased an interest in the Northern Pacific in 1896 as the railway endured a period of financial turmoil. Hill attempted to merge the two railways but was rebuffed by the leaders of the Northern Pacific. In 1901, the two railways teamed up to purchase nearly all shares of

871-666: Is operating with an interim President and General Manager. A. Bruce Carswell resigned from the post in November 2008, replacing Larry Phipps, who retired in November 2005, who had replaced Robert I. Melbo who was WPRR/PNWR's first President and General Manager, having previously been the Superintendent of the Southern Pacific's Oregon Division which operated many of the lines before the WPRR was formed. Primary trains on

938-695: The Atchison, Topeka and Santa Fe Railway merged with the Burlington Northern to create the Burlington Northern Santa Fe Railway. However, the merger was not official until December 31, 1996, when a common dispatching system was established, Santa Fe's non-union dispatchers were unionized and the implementation of Santa Fe's train identification codes systemwide. On January 24, 2005, the railroad shortened its name to BNSF Railway. The Burlington Northern traversed

1005-825: The Burlington Northern Santa Fe Corporation . That corporation was purchased in 2009 by Berkshire Hathaway , which is controlled by investor Warren Buffett . The Burlington Northern Railroad was the product of the merger of four major railroads: the Great Northern Railway (GN), the Northern Pacific Railway (NP), the Spokane, Portland and Seattle Railway (SP&S) and the Chicago, Burlington and Quincy Railroad (CB&Q). The four railroads shared

1072-675: The Columbia River , from Portland to Eugene through the Willamette Valley , and along several spurs through the Northern Oregon Coast Range . The Portland & Western's roots are in sister company Willamette and Pacific Railroad, founded in 1993. This company was created to take over operations on many branch lines of the Southern Pacific , a Class I railroad. These branches included

1139-498: The Fort Worth and Denver Railway in 1982. The railroad relocated its headquarters from Saint Paul to Seattle, Washington in 1981, as well as its parent company and sister companies. All of Burlington Northern, Inc's non-rail operations were spun off to a new company, Burlington Resources in 1988. The railroad once again relocated its headquarters in 1988, moving from Seattle to Fort Worth, Texas . On September 22, 1995,

1206-659: The Mount St. Helens National Volcanic Monument could be established. On November 21, 1980, the St. Louis–San Francisco Railway was acquired, giving the railroad trackage as far south as Florida . In the early 1980s two independently operated railroads, owned by Burlington Northern Inc. were absorbed into the Burlington Northern Railroad; the Colorado and Southern Railway was absorbed in 1981, followed by

1273-672: The Puget Sound region through Everett, Washington . The former Northern Pacific turned southwest towards the Tri-Cities , then northwest to Yakima, Washington , and crossed under the Cascade Range at Stampede Tunnel, descending to the Green River Valley at Auburn, Washington where it connected with existing NP lines from British Columbia to Portland, Oregon . The Spokane, Portland and Seattle ran southwest to

1340-646: The Supreme Court ruling Northern Securities Co. v. United States . Although the ruling forced the three companies to be operated independently, they were still closely linked, even sharing a headquarters building, the Railroad and Bank Building in Saint Paul, Minnesota . In 1905, the Spokane, Portland and Seattle Railway was founded. Like the Chicago, Burlington and Quincy Railroad, this new railroad

1407-669: The TTX Company (formerly Trailer Train Company) is named for its original reporting mark of TTX. In another example, the reporting mark for state-funded Amtrak services in California is CDTX (whereas the usual Amtrak mark is AMTK) because the state transportation agency ( Caltrans ) owns the equipment used in these services. This may also apply to commuter rail, for example Metrolink in Southern California uses

SECTION 20

#1732801620406

1474-619: The 19th century, the United States government distributed land to railroads as a way to open up the American West and the 9,677-foot (2,950 m) peak was granted to the Northern Pacific. It was inherited in the 1970 merger by Burlington Northern. Following the eruption the land including the volcano was subsequently transferred in a land swap between the railroad and the United States Forest Service so

1541-513: The 26 letters of the Latin alphabet . Diacritical marks may also be used, but they are ignored in data processing (for example, Ö is treated as though it is O ). The VKM is preceded by the code for the country (according to the alphabetical coding system described in Appendix 4 to the 1949 convention and Article 45(4) of the 1968 convention on road traffic), where the vehicle is registered and

1608-575: The 3.5-mile (5.6 km) section of track from Banks to Hillsboro to PNWR. As of 2024, the PNWR system map does not show any interchange with POTB. PNWR operates between 20 and 30 trains per day over its system. PNWR's main yard and shop complex are all located in Albany. Additional crew bases in St. Helens , Tigard , McMinnville , and Eugene . Executive offices are maintained in Salem. As of 2008 P&W

1675-568: The AAR, maintains the active reporting marks for the North American rail industry. Under current practice, the first letter must match the initial letter of the railroad name. As it also acts as a Standard Carrier Alpha Code , the reporting mark cannot conflict with codes in use by other nonrail carriers. Marks ending with the letter "X" are assigned to companies or individuals who own railcars, but are not operating railroads; for example,

1742-567: The ATSF Yellowbonnet paint with some having the P&W logos while the others have been repainted into G&W colors. Unit 2311 went on the CORP in early 2021 and returned in late 2021. As of late 2014, PNWR 3300 was sold to The Andersons as AEX 100020, and later to Progress Rail as of 2020 and is now used for export. Locomotives 1501, 1801, 1803, 1852 and 1854 were all retired from the PNWR and were originally meant to be scrapped by

1809-640: The BNSF to and from Port Westward on the Astoria Line west of Rainier. These trains currently run with BNSF locomotives. The locomotive fleet of the PNWR/WPRR primarily consists of used "second generation" and used five “first generation” products of General Motors Electro-Motive Division . Notable exceptions in the fleet include a handful of GP/SD9 locomotives which are now 60+ years old and still in regular service, as well as an SD7 . PNWR also operated

1876-643: The Burlington Northern, a single track was constructed in 1972 into the Powder River Basin to serve various coal mines. The expansion was a source of traffic unprecedented in United States railroad history. In 1971, the first full year for the new railroad, trains carried 64,116 million revenue ton-miles of freight, by 1979 the total was 135,004 million. Most of the increase was attributed to Powder River coal from Wyoming. The Burlington Northern, along with handling freight trains, briefly operated inter-city passenger trains. The BN had started operations just

1943-630: The Chicago, Burlington and Quincy Railroad, giving both a needed connection to Chicago, the nation's railroad hub. That same year, came the next attempt to merge the railroads with the establishment of the Northern Securities Company , a trust that controlled all three, with Hill serving as president. The company was sued in 1902 under the Sherman Antitrust Act and in 1904 the Justice Department won in

2010-464: The GP40s, which are 3003−3005, will be sold or scrapped. The final SW9 (later rebuilt into an SW1200m), numbered 1201, was retired in late 2019 and was sold to AERC , and then renumbered to 1866 in mid 2021. The PNWR line between Beaverton and Wilsonville is leased to TriMet for the operation of its Westside Express Service (WES) commuter rail service. PNWR freight trains also continue to use

2077-540: The PNWR were done as a publicity move. Operating crews were divided between the two companies, but in practice, crews of PNWR or WPRR would be used anywhere they were needed on the system. The Portland & Western became the predominant corporate image in December 2000, to simplify branding, as well as operations and interchanging. Portland & Western became the "Operator" of the system while Willamette & Pacific remained in existence to retain ownership of assets. In

Portland and Western Railroad - Misplaced Pages Continue

2144-464: The PNWR. This was the Port of Tillamook Bay Railroad , which interchanged with PNWR solely, at Hillsboro. This line carried a significant number of carloads, primarily lumber, from Tillamook, Oregon , over the coast range via 100 miles of winding mountain railway. The POTB line was severely damaged by a major storm in 2007 and is out of service indefinitely, west of Banks. The Port of Tillamook Bay lease

2211-731: The Progress/Washington Square area near the Beaverton/Tigard city line, and a maintenance shop located in Wilsonville (staffed by TriMet employees). In Beaverton, TriMet also constructed a new 1,700-foot (520 m) spur off of the PNWR line, for exclusive use by WES trains, running mostly along Lombard Avenue and connecting the freight line with the Beaverton Transit Center . PNWR is responsible for train operations, including staffing

2278-632: The Spokane, Portland and Seattle Ry's line to Sweet Home, Oregon . This line carries lumber and scrap steel. The Rick Franklin Corp also operates a railroad maintenance service that is based out of Lebanon, Oregon . The second is the Central Oregon and Pacific Railroad , a subsidiary of GWI. Although CORP and PNWR cross each other in Eugene, Oregon , operating agreements with Union Pacific prevented

2345-791: The Toledo Branch from Albany to Toledo and the Westside Branch from Monroe to St. Joseph (near McMinnville ), plus the Bailey Branch west from Monroe to a sawmill, the Dallas Branch from Gerlinger to Dallas , the Willamina Branch from Whiteson (near Amity ) to Willamina , and the southern portion of the Newberg branch from St. Joseph to Springbrook (north of Newberg ). Lumber products and paper are

2412-592: The Tri-Cities, then followed the north bank of the Columbia River to Vancouver, Washington . With the acquisition of the St. Louis – San Francisco Railway the route was extended into the South Central and Southeastern United States . Transport Statistics shows BN operated 23609 miles of line and 34691 miles of track at the end of 1970; it shows 4547 SLSF miles of line not including QA&P and AT&N. At

2479-682: The VKM BLS. Example for an "Einheitswagen" delivered in 1957: In the United Kingdom, prior to nationalisation, wagons owned by the major railways were marked with codes of two to four letters, these codes normally being the initials of the railway concerned; for example, wagons of the Great Western Railway were marked "G W"; those of the London, Midland and Scottish Railway were marked "L M S", etc. The codes were agreed between

2546-617: The Westside–Seghers Branch from Hillsboro to Seghers (near Gaston), and the remaining segment of the Newberg branch between Cook (near Tualatin) and Springbrook (near Newberg), connecting to the existing Willamette & Pacific network to McMinnville and Corvallis. The W&P had trackage rights on the Newberg branch and the portion of the Tillamook Branch between Cook and Willsburg Junction, along with trackage rights on

2613-541: The acquiring company discontinues the name or mark of the acquired company, the discontinued mark is referred to as a "fallen flag" railway. Occasionally, long-disused marks are suddenly revived by the companies which now own them. For example, in recent years, the Union Pacific Railroad has begun to use the mark CMO on newly built covered hoppers, gondolas and five-bay coal hoppers. CMO originally belonged to Chicago, St. Paul, Minneapolis and Omaha Railway ,

2680-422: The brand Portland & Western. In effect, the situation of 1995 has been reversed, and WPRR is now the paper corporation. The combined PNWR/WPRR system has expanded rapidly. In 1997, PNWR acquired the "Astoria Line", running from Northwest Portland to Wauna from Burlington Northern . At nearly 92 miles in length, the line brought many paper, lumber, and chemical customers onto the system. In 2002, PNWR acquired

2747-409: The chartering in 1848 of the Chicago and Aurora Railroad , a direct ancestor line of the Chicago, Burlington and Quincy Railroad , which lends Burlington to the names of various merger-produced successors. Burlington Northern acquired the Atchison, Topeka and Santa Fe Railway on December 31, 1996, to form the Burlington Northern and Santa Fe Railway (later renamed BNSF Railway ), which was owned by

Portland and Western Railroad - Misplaced Pages Continue

2814-495: The continental divide at Marias Pass , while the former NP line routed through the southern part of Montana (which was spun off to Montana Rail Link in 1987), crossing the continental divide at Mullan and Homestake Passes . At Spokane the routes split into three. The former Great Northern route ran west to Wenatchee, Washington , crossed under the Cascade Range at New Cascade Tunnel on Stevens Pass , and descended to

2881-412: The end of 1981 BN showed 27,374 miles (44,054 km) of line and 40,041 miles (64,440 km) of track. At the time of the 1980 eruption of Mount St. Helens the summit of the volcano that was blasted away was owned by Burlington Northern. Following the eruption, Burlington Northern agreed to a land swap with the U.S. government and exchanged its square mile (2.59 square kilometer ) of land on

2948-448: The first letter of the reporting mark: A railway vehicle must be registered in the relevant state's National Vehicle Register (NVR), as part of which process it will be assigned a 12-digit European Vehicle Number (EVN). The EVN schema is essentially the same as that used by the earlier UIC numbering systems for tractive vehicles and wagons , except that it replaces the 2-digit vehicle owner's code (see § Europe 1964 to 2005 ) with

3015-437: The former BN branches are mixed between leases and outright ownership. Portland and Western filed to abandon the Forest Grove branch in 2023. Originally, the Portland & Western was operated as a "paper corporation". Its officers were the same as those of the sister WPRR, with which its lines are contiguous. WPRR locomotives and other equipment were used to operate the line, and the few locomotives painted and/or lettered for

3082-441: The last "new" Class I railroad to operate its own passenger trains. The BN also operated a commuter line inherited from the CB&Q from Aurora, Illinois to Chicago Union Station . This line is still owned and operated to this day by the BNSF Railway under a purchase-of-service agreement with Metra . In May 1980 when Mount St. Helens erupted , the BNR owned the land around the summit of Mount St. Helens in Washington state. In

3149-399: The line, but not during times when the passenger trains are operating. Under a contract with TriMet, the rail cars are operated by PNWR crews. Begun in the 1990s and originally led by Washington County , the commuter-rail project was taken over by TriMet in 2002, and the regional transit agency entered into an agreement with PNWR for the use of its right-of-way, and later for the operation of

3216-465: The most northerly routes of any railroad in the western United States. These routes started at Chicago, Illinois and ran west-northwest to La Crosse, Wisconsin . From here the routes continued northwest through Minneapolis and St. Paul, Minnesota to Grand Forks, North Dakota . From Grand Forks the routes ran west through North Dakota , Montana , and Idaho to Spokane, Washington . The former GN routed through North Dakota/Northern Montana, crossing

3283-473: The new carrier. These included the remnants of the Forest Grove branch . According to former WPRR/PNWR General Manager Robert I. Melbo, the Portland & Western was created to take over the new lines, rather than just extending the WPRR, due to regulatory issues then in force. Most of the former SP branches are operated via a twenty-year lease agreement, which in the wake of the 1996 Union Pacific -Southern Pacific merger, are now held by UP. The operations of

3350-416: The operation of the 663/664 train pair from BNSF Railway. These trains run between Vancouver, WA and Albany, and are PNWR's first to regularly operate outside of Oregon. They alternately use the Oregon Electric District out of Portland and a nearby Union Pacific line between Portland and Salem under an inherited trackage rights agreement. As of 2008, PNWR was operating run-through unit trains with grain from

3417-444: The owner of a reporting mark is taken over by another company, the old mark becomes the property of the new company. For example, when the Union Pacific Railroad (mark UP) acquired the Chicago and North Western Railway (mark CNW) in 1995, it retained the CNW mark rather than immediately repaint all acquired equipment. Some companies own several marks that are used to identify different classes of cars, such as boxcars or gondolas. If

SECTION 50

#1732801620406

3484-405: The owner, or more precisely the keeper of the vehicle. Thus each UIC member got a two-digit owner code . With the introduction of national vehicle registers this code became a country code. Some vehicles had to be renumbered as a consequence. The Swiss company BLS Lötschbergbahn had the owner code 63. When their vehicles were registered, they got numbers with the country code 85 for Switzerland and

3551-468: The predominant commodities in these branches, along with some agricultural products from various shippers. The Cascade Steel Rolling Mill in McMinnville is an important shipper as well and propane shipments are handled by several distributors. PNWR was created in 1995 to take over operations of the remainder of the SP's branch lines in the state consisting of the former Southern Pacific Tillamook Branch between Willsburg Junction (near Milwaukie) and Hillsboro,

3618-470: The rail cars. During construction in 2007–2008, the section involved was upgraded for use by commuter trains. Upgrades included a new roadbed, ballast, ties and rail to accommodate passenger train speeds of 60 MPH and freight train speeds of 40 MPH, Centralized Traffic Control signaling, Automatic Train Control at control points, new sidings, station platforms at the endpoints along with intermediate stations in Tigard, Oregon and Tualatin, Oregon , and in

3685-406: The railroad it is traveling over, which shares the information with other railroads and customers. In multinational registries, a code indicating the home country may also be included. The Association of American Railroads (AAR) assigns marks to all carriers, under authority granted by the U.S. Surface Transportation Board , Transport Canada , and Mexican Government. Railinc , a subsidiary of

3752-447: The railroad’s parent company Genesee and Wyoming as part of a fine resolution agreement with the EPA. But units 1501, 1801, 1803 and 1852 have been sold to BUGX and unit 1854 is destined to be sent to the Oregon Rail Heritage Foundation . 2 of the PNWR GP40s were retired, with PNWR 3007 being sold to Rapid City, Pierre and Eastern Railroad in 2021 and 3006 being sold to Utah Railway in 2023. Both units kept these numbers. The rest of

3819-408: The railways and registered with the Ministry of Railways , Government of India . Burlington Northern Railroad The Burlington Northern Railroad ( reporting mark BN ) was a United States–based railroad company formed from a merger of four major U.S. railroads. Burlington Northern operated between 1970 and 1995. Its historical lineage begins in the earliest days of railroading with

3886-444: The railways and registered with the Railway Clearing House . In India, wagons owned by the Indian Railways are marked with codes of two to four letters, these codes normally being the initials of the railway divisions concerned along with the Hindi abbreviation; for example, trains of the Western Railway zone are marked "WR" and "प रे"; those of the Central Railway zone are marked "CR" and "मध्य", etc. The codes are agreed between

3953-609: The reporting mark SCAX because the equipment is owned by the Southern California Regional Rail Authority —which owns the Metrolink system—even though it is operated by Amtrak. This is why the reporting mark for CSX Transportation , which is an operating railroad, is CSXT instead of CSX. Private (non-common carrier) freight car owners in Mexico were issued, up until around 1990, reporting marks ending in two X's, possibly to signify that their cars followed different regulations (such as bans on friction bearing trucks) than their American counterparts and so their viability for interchange service

4020-456: The road's over 135 customers are Georgia Pacific, Stimson Lumber Company , Cascade Steel Rolling Mills, and Hampton Lumber Sales . PNWR handles over 90,000 carloads annually. Two other shortlines which interchange with PNWR are of note. The first is the Albany and Eastern Railroad a subsidiary of the Rick Franklin Corp, which interchanges solely with the PNWR. This shortline is in part the Southern Pacific line to Detroit, Oregon as well as

4087-439: The system are the "Harbor Turn/Albany Turn" pair, which runs from Portland through to Albany; the "Toledo Hauler", running from Albany over the Coast Range to Toledo; the "Eugene Hauler", from Albany to a Eugene interchange with UP over UP trackage rights ; the "Westsider" running from Albany to McMinnville; and the Albany Hauler from Albany to a CORP interchange at Eugene, via the PNWR's leased BN trackage. In 2006, PNWR took over

SECTION 60

#1732801620406

4154-465: The trains with an engineer and conductor, dispatching, and maintenance. TriMet has a manager to oversee the service and handles basic maintenance of the fleet and stations. The service had been expected to launch as early as August 2008 but due to delays by the car manufacturer, Colorado Railcar , the actual start of service date was February 2, 2009. Four Colorado Railcar DMUs are used, three of which are powered vehicles and can move on their own, and

4221-430: The two railroads from interchanging traffic directly. Congestion problems experienced by UP in 2004 resulted in a new agreement allowing direct interchange, creating a new traffic flow on PNWR. Today, PNWR handles a great deal of log traffic from a log import-export firm on its lines in Rainier, Oregon , clear across the entire system to an interchange with CORP at Eugene. Up until 2007, a third shortline interchanged with

4288-448: The use of a credit or debit card. Cash passengers have the option in Tigard and Beaverton to first board a bus at the transit center to pay for cash and obtain a transfer which will be valid on the train; in Tualatin and at Hall/Nimbus bus service is infrequent to accommodate this, and TriMet does not serve Wilsonville and thus a passenger in Wilsonville wanting to pay a cash fare will simply not be permitted to board unless they purchase

4355-403: Was Louis W. Menk , and the CB&Q's president was William John Quinn . Under the leadership of Budd and Menk, the newly established holding company , Burlington Northern, Inc. purchased the four railroads and merged them into the Burlington Northern Railroad. Budd became the company's first board chairman and CEO while Menk became the company's first president and COO. To further expand

4422-416: Was co-owned by the Great Northern and Northern Pacific and allowed both to access Portland via the Columbia River Gorge. Leaders attempted to merge another two times, in 1927 and 1955, but were unsuccessful. The four railroads were finally cleared to merge on March 2, 1970, after a legal challenge that once again went to the Supreme Court. By that time, the GN's president was John M. Budd , the NP's president

4489-480: Was impaired. This often resulted in five-letter reporting marks, an option not otherwise allowed by the AAR. Companies owning trailers used in trailer-on-flatcar service are assigned marks ending with the letter "Z", and the National Motor Freight Traffic Association , which maintains the list of Standard Carrier Alpha Codes, assigns marks ending in "U" to owners of intermodal containers . The standard ISO 6346 covers identifiers for intermodal containers. When

#405594