[NJD]

For the last 20 years or so the City of Portland has been looking into the idea of a "central city circulator" to move people around downtown. With a nod to the past, and using modern Czech technology, Portland has started to (re)build a streetcar network.

Currently work is under way, thanks to Earl Blumenauer and Sam Adams, to extend the current 7.2 miles of track over the Willamette on the Broadway Bridge to the Lloyd District to eventually make a loop around the central city over a new bridge being designed for the South Corridor Project. The streetcar loop project is currently proposed to be funded from a menagerie of sources including Federal Small Starts funding, urban renewal districts, and a new special tax district much like the funding program for the original streetcar through the (now called) Pearl District.

http://images.tribe.net/tribe/upload/photo/7f1/273/7f1273e9-fb48-4160-8620-1bcfc90e94b4
-image from Metro

Sam Adams is also looking into creating a blueprint for a complete streetcar system to guide future extensions. A future modern streetcar system could be built out to look like Portland 100 years ago:

http://mywebpages.comcast.net/dthompso1/1912Map.jpg
-image from Portland Vintage Trolleys (map circa 1912)

[mcbaby]

I would like to see a spur on killingsworth to alberta. it would link Interstate Max, PCC Cascade/Jefferson High School and businesses on Alberta street

[pdxman]

wow, the map of the old streetcar network is amazing...if only they would've kept the rails intact.

[zilfondel]

Lol, SW Portland didn't get any love!

[sopdx]

Well considering the condition of the roads, the old streetcar tracks will be resurfacing all over the city. They already are on NW 23rd.

[Pavlov's Dog]

I can't say I'm in favor of running them along Grand/MLK unless they're going to redo the street flow on the entire east side. Due to the few crossings of I-84 you have a massive amount of traffic funnelled onto those two streets. The streetcar will only exacerbate the constant jam and won't contribute anything to creating a vibrant streetlife in that corridor. I wouldn't mind seeing bridge over the freeway at 7th and 9th. Make those two streets into one ways and run the streetcar on those for example. 6th and 7th would work too.

[PacificNW]

I thought they were currently one way in the Central Eastside...??

[65MAX]

No, 7th and 9th are both two-way on the east side.

[MarkDaMan]

wasn't the streetcar going to be routed on MLK and Water Ave?

[65MAX]

No, MLK and Grand south of I-84. Once it gets down by OMSI, it'll use part of Water Ave.

[PacificNW]

My mistake... I thought he was referring to MLK and Grand....

[NJD]

From Metro's Draft 2035 Plan:

-Construct Streetcar from NW Lovejoy to NE Oregon St. $147,000,000
-Construct Streetcar from NE Oregon to SE Water $19,000,000
-Construct Streetcar from NW 23rd via Burnside/Couch to E 14th $118,500,000
-Extend Streetcar from E 14th to Hollywood District $70,000,000

http://www.metro-region.org/library_docs/trans/2035rtpdraft.pdf

[Drew-Ski]

From Metro's Draft 2035 Plan:

-Construct Streetcar from NW Lovejoy to NE Oregon St. $147,000,000
-Construct Streetcar from NE Oregon to SE Water $19,000,000
-Construct Streetcar from NW 23rd via Burnside/Couch to E 14th $118,500,000
-Extend Streetcar from E 14th to Hollywood District $70,000,000

http://www.metro-region.org/library_docs/trans/2035rtpdraft.pdf

$354.5 Million....The summation tallied from above. This is the equivalent of building a new sports stadium. I say, lets build the the Streetcar Lines!

[MarkDaMan]

Streetcar plan takes spin

The first of three open houses for a citywide plan for future streetcar lines will be held Monday at Parkrose High School.

The meeting will introduce residents to a 10-month process expected to prepare a Streetcar System Plan. It will take place from 4:30 p.m. to 7 p.m. in the community room at the school, 12003 N.E. Shaver St.

Among other things, the open houses will display a “Primary Transit Network” map and study showing ridership as well as land development goals compiled by the Portland Office of Transportation.

The other two meetings are Nov. 13 at Lincoln High School and Nov. 15 at Grant High School.

For information, contact Patrick Sweeney, 503-823-5611, or patrick.sweeney@pdxtrans.org.

http://www.portlandtribune.com/news/story.php?story_id=119309171625092900

[MarkDaMan]

Sacramento officials visit to study streetcar system
Portland Business Journal - by Michael Shaw Business Journal News Service

Portland's streetcars have helped fuel redevelopment, but Sacramento area officials who recently visited the city say financing streetcars in their city might be problematic.

Along the Willamette River, three high-rise towers have sprouted in the past year and a fourth is in mid-climb in the South Waterfront.

Portland officials told their Sacramento counterparts that South Waterfront is booming due in no small part to the city's streetcar system, which opened a new loop past the residential towers in August.

Apologies to San Francisco and its quaint cable cars, but Portland is the streetcar king. The system, once derided by TriMet as a "donkey trolley," has become the model for at least 20 other metro areas across the country, including Sacramento and West Sacramento, which are jointly studying a streetcar proposal.

Sacramento officials here want to know whether streetcars will work as well in Sacramento as they have in Portland.

A junket of Sacramento and West Sacramento officials toured Portland two weeks ago via mass transit, using all-day passes to segue easily from the airport light-rail line to the 7.2-mile streetcar loop, hopping on and off at points of interest. They found brownfields that bear striking resemblance to areas of Sacramento but are experiencing radical transformation through redevelopment.

They also noted significant challenges they would face in emulating Portland's success.

Streetcars are credited not with aiding development in downtown Portland, but with creating it -- foot-traffic studies showed an increase from three pedestrians per hour in one section of town to 938, attributable to the system.

"Is it a better connecting alternative to more light rail and how does it really work?" asked David Spaur, Sacramento's economic development director, as he waited to board the next car. "It looks like it works better than light rail for short distances."

Charlie Hales is a former Portland city commissioner in charge of transportation, an architect of the Portland system and now the manager of the Sacramento-West Sacramento project as a vice president for engineering firm HDR Inc.

Hales says Portland's streetcars were launched without a solid plan for funding while facing opposition from Portland's transit agency, which thought they threatened the existing light-rail system.

"It wasn't our only strategy, but it was the keystone of a set of strategies to bring the type of development we wanted," Hales said while showing a group the massive developments -- grocers, bookstores, five-story underground parking complexes -- that have sprouted since the streetcar system opened in 2001. "We didn't know it would work this well."

A key misunderstanding, Hales said, is how differently the streetcars function from light rail. Unlike light rail, the system isn't designed to move commuters in and out of downtown, but to circulate traffic within. The cost is $25 million to $30 million a mile, about half that of light rail, Hales said.

There are tantalizing parallels between Portland and Sacramento that officials say bode well for a streetcar system in the northern California city.

There's the South Waterfront itself, for one, a brownfield site that a few years ago was reminiscent of West Sacramento's "Triangle" district, where developers want to build high-density housing, offices and shops. Then there is the Pearl District.

A decade ago, it was a railyard like the one in downtown Sacramento. Today, it's a vibrant mixed-use neighborhood with restaurants, mid-rise residential buildings and character, whose success is chalked up to the streetcars running through the heart of the district.

The chief hurdle in Sacramento is paying for the proposed first leg, a $50 million, 2.2-mile line from West Sacramento City Hall to the Sacramento Convention Center. There are hopes for an expanded system that would drive redevelopment throughout the metropolitan area.

"That's what's really going to be the thing -- how do you pay for this?" West Sacramento City Councilman Mark Johannessen said.

Portland initially funded its system through increased parking fees, a tax increment finance district and an assessment district covering businesses within the streetcar zone. There's been so much development that assessments now play a much greater role in funding the system, Hales said. Portland also funds its streetcar through advertising.

In Sacramento, a large burden would fall to developers.

Hales dismisses federal funding as a likely initial source, calling it time-consuming and uncertain because transportation funds are generally awarded to light-rail systems that reduce driving miles more than streetcars do.

Financing aside, Portland's success isn't viewed as a guarantee for Sacramento.

Spaur asked: "Are you coming to the right city to compare with Sacramento?"

Michael Shaw is a staff writer with affiliated publication Sacramento Business Journal. Contact portland@bizjournals.com.
http://portland.bizjournals.com/port...ml?t=printable
http://www.skyscrapercity.com/showthread.php?t=399901&page=22

[zilfondel]

Lol!

once derided by TriMet as a "donkey trolley,"

http://thumb19.webshots.net/t/58/158/2/44/14/454024414fxClNP_th.jpg (http://travel.webshots.com/photo/1454024414077531599fxClNP)
travel.webshots.com

[MarkDaMan]

Clang, clang -- a trolley may be in your future
Portland Streetcar - Planners want to know which neighborhoods will welcome new lines
Monday, October 29, 2007
DYLAN RIVERA
The Oregonian

The next big thing for your neighborhood: How about the Portland Streetcar?

Emboldened by the success of the downtown streetcar line, city leaders want to expand service into a network that would crisscross the city.

Unlike bus service, city planners say, a streetcar could generate business and political momentum for clusters of midrise housing and commercial centers that could spread the walkable feel of popular urban neighborhoods.

About 140 miles of the city's busiest streets show potential for new streetcar routes, said Patrick Sweeney, project manager for the Portland Office of Transportation. Those streets have dense enough housing, employment and shopping -- and are zoned for more.

In the next six months, the transportation office will rank potential routes based on neighborhood and business support. Technical details, such as relatively flat terrain and wide intersections for railcar turns, also will be evaluated.

The toughest nut to crack might be finding a combination of neighborhood support and property ripe for redevelopment that could help raise millions of dollars in private money for each extension.

At three open houses starting today, residents will have a chance to plead for or against a line in their neighborhoods.

"A community that has a corridor and advocates for their own corridor is so important to us," Sweeney said. "If they don't support it, we're not going to pick a fight with a neighborhood."

Streetcars could make more neighborhoods resemble the popular retail corridor along Southeast Belmont, built originally along a streetcar line in the early 20th century. Likely routes could include Northeast Sandy Boulevard, lined now with car dealerships, vacant lots and low-slung buildings.

Streetcar routes could help determine how the city grows and absorbs its share of the 1 million new people expected to move to the metro area by 2040, said city Commissioner Sam Adams, who oversees the transportation office.

"It's a tough but important goal to try to accommodate the next 300,000 Portlanders within a quarter-mile of transit," Adams said. "In doing so, that protects the single-family neighborhoods that we have. If we do it right, it stands to strengthen our main streets and town centers."

At the earliest, a handful of the strongest potential lines might be built from 2010 to 2020, Sweeney said. Much of the money would come from a new federal program known as Small Starts, designed to help pay for streetcars.

Portland's plan might be among the most ambitious in the nation, said Gloria Ohland, a spokeswoman for Reconnecting America, a nonprofit transit group based in Oakland, Calif. "Portland is certainly leading the way in this effort, and other cities are really looking to Portland for guidance."

But many questions remain.

If a streetcar would bring denser development, does it stand a chance in a city where neighborhood associations sometimes criticize even modest proposals for multistory buildings?

If a streetcar depends on financial contributions from developers, are there enough along each route who agree?

Initial indications say yes.

The City Council has given preliminary approval to a new line along Burnside and Couch streets downtown. Planners have tentatively placed a spur from East Burnside up Northeast Sandy to the Hollywood neighborhood on a regional transportation plan. That's a first step in seeking federal money.

Dozens of neighborhoods from all corners of Portland expressed desire for a streetcar line at an open house last summer, Adams said.

The Sullivan's Gulch neighborhood of Northeast Portland strongly supports an extension from the Lloyd District east along Northeast Broadway, said Peyton Snead, neighborhood association co-chairman. The streetcar could take traffic off Broadway, make pedestrian crossings safer and bring other amenities, he said.

Others are more skeptical.

Developer Joe Weston, who said his large piece of the Pearl District benefited greatly from the city's first streetcar line, questions whether eastside lines will prompt much redevelopment and business investment.

Weston, who owns about 20 blocks along Northeast Sandy, said the city should wait for the extension along Martin Luther King Boulevard and Grand Avenue to open in about four years to see whether investment follows.

But streetcars have become so popular that the city needs the plan it's about to embark on, said John Fregonese, a regional planner whose firm lost a bid to create the streetcar plan. "A plan allows you to examine these things in a logical way, and you can decide not to do it and you've only spent enough money for the plan."

Dylan Rivera: 503-221-8532; dylanrivera@news.oregonian.com For environment news, go to http://blog.oregonlive.com/pdxgreen
http://www.oregonlive.com/news/oregonian/index.ssf?/base/news/1193622932249580.xml&coll=7

[IHEARTPDX]

I think a line going up Lombard to St. Johns and back possibly starting and terminating at interstate would be useful. A line down Powell would also be great.

[pdxman]

They had a pretty comprehensive map of the possible routes on the oregonlive website today. I doubt all of them could be built but even a few would be nice.

[NJD]

^

http://images.tribe.net/tribe/upload/photo/c58/771/c58771c5-3366-4791-9e56-6fb53ea243e5

[pdxman]

^^^Thank you njd :)

[rsbear]

:previous: :previous: That looks suspiciously like a map of current bus routes - the frequent services routes (or some of them) specifically. And it does not include the current streetcar line nor the planned route along the eastbank.

[NJD]

That looks suspiciously like a map of current bus routes - the frequent services routes (or some of them) specifically. And it does not include the current streetcar line nor the planned route along the eastbank.

and looks surprisingly similar to the 1912 streetcar map minus the fact that Swan Island is an island and the Guild Lake area is a lake...

[Sekkle]

I found this map on PDOT's website (see this link for the Streetcar System Plan (http://www.portlandonline.com/transportation/index.cfm?c=45755) - the map is under "Draft Primary Transit Index Exhibit").

http://img266.imageshack.us/img266/8651/ptisk1.jpg

I think that's probably where the Oregonian got the map shown in NJD's post above. This one doesn't say that these are potential streetcar routes, but just that they (the red lines) are "1st Level PTI." PTI = Primary Transit Index, which apparently is just a high demand transit corridor. Some of these could end up with streetcar lines, but I doubt the city is anticipating all of them. But we probably knew that. Sorry if this map or the link has been posted before.

[Sekkle]

From the Oregonian...
Study of Lake Oswego rail link OK'd
Options - The effects of a streetcar or enhanced bus service will be examined
Friday, December 14, 2007
YUXING ZHENG
The Oregonian

Though years away, a streetcar linking South Waterfront to Lake Oswego took another step closer to reality Thursday when Metro councilors approved an environmental impact study.

The study will examine the effects of two transportation options: a streetcar ending at Johns Landing or Lake Oswego or enhanced bus service along Southwest Macadam Avenue and Oregon 43.

The move eliminates the bus rapid transit option creating bus-only lanes at about eight intersections between Portland and Lake Oswego, which drew limited interest in study groups and low ridership estimates.

"This is a quality project," said Councilor Carlotta Collette, who supports a streetcar extension to Lake Oswego, which sits in her district. "It'll be an important link in the regional system."

The study would begin in January 2009 and take 12 to 18 months to complete, said Karen Withrow, a Metro spokeswoman. A combination of federal grants and money from local governments would pay for the $5.5 million study.

Ten officials and residents testified Thursday in support of a streetcar, though they disagreed if it should end in Johns Landing or Lake Oswego.
Roger Martin, executive director of the Oregon Transit Association and a Lake Oswego resident, said a streetcar to Lake Oswego would best meet regional need despite opposition from property owners in Dunthorpe and Johns Landing.

"They have no desire to solve transportation problems in Lake Oswego or West Linn," he said.

A streetcar would extend from its current end in South Waterfront to three possible sites: temporarily or permanently at Nevada Street in Johns Landing, or in Lake Oswego at either the Albertsons on State Street or the Safeway on Boones Ferry Road. If the streetcar ends in Johns Landing, TriMet would probably offer expanded bus service connecting to Lake Oswego.

"We want to connect Portland and Lake Oswego without having to force people to transfer," said Dave Unsworth, TriMet's project development manager. "I think we're supportive of looking at this. Generally, we think it should go further south."

If the streetcar extends to Lake Oswego, it would run along Macadam Avenue or the Willamette Shore Trolley line, which is in public ownership.
The Willamette right of way is valued at $75 million and could be used to leverage up to $112.5 million in federal money.

The enhanced bus service option would mean more frequent service, and the addition of bus shelters, benches and lighting along stops on Oregon 43. But because enhanced bus service would not use the right of way, it would not qualify for federal funds.

Constructing the streetcar extension could cost between $200 million and $216 million with annual maintenance of $2.2 million, according to estimates from Metro. Those figures include the cost of a pedestrian and bicycle path that officials and residents have strongly supported. Construction on a streetcar would begin in 2013 at the earliest.

A steering committee in September recommended the streetcar as the preferred option for further study. The streetcar is estimated to have the highest ridership of all the alternatives by 2025 and the shortest travel time -- 24 minutes from Lake Oswego to Portland, compared to 42 minutes with bus rapid transit.

Lake Oswego Mayor Judie Hammerstad, said Metro is wasting time and money to study anything other than a streetcar to Lake Oswego. Buses along Oregon 43 will not meet ridership numbers, take advantage of federal funds or fulfill the goal of providing a high-capacity route linking Lake Oswego to Portland, she said.

"The need is to take the congestion off 43," she said. "It will be a parking lot in 2025."
http://www.oregonlive.com/news/oregonian/index.ssf?/base/metro_southwest_news/1197602790112100.xml&coll=7

[alexjon]

I have a serious inquiry, here:

Does anyone have enough access to Sam Adams to ask him why in all the world Sandy is a higher priority route for the streetcar to him than Hawthorne?

Is it because it would be easier to extend the east loop? Or what is it? I'm a bit miffed over this whole thing, and I have been since he started talking it up last year.

[MarkDaMan]

^probably has to do something with the fact that a large developer has bought a ton of property in the lower Sandy area and Sam can squeeze him for necessary property levy to get the line built. Lower Sandy can build more dense housing than Hawthorne, the prime Hollywood district also can get higher densities through the neighborhood association than anything on Hawthorne.

[alexjon]

^probably has to do something with the fact that a large developer has bought a ton of property in the lower Sandy area and Sam can squeeze him for necessary property levy to get the line built. Lower Sandy can build more dense housing than Hawthorne, the prime Hollywood district also can get higher densities through the neighborhood association than anything on Hawthorne.

Ah, funding before convenience.

A hawthorne streetcar would be incredibly successful, no doubt, but from what you said I figure we should see the viability of putting the streetcar through older pre-developed areas before going into the fickle hawthorne area.

[NJD]

The only way Hawthorne is getting a streetcar, in the current society, is to develop Foster to Lents at the same time because Hawthorne is pretty well developed and high priced (I should know, I lease my business space here). Which, if you look at it, is roughly 6 miles or $200-250+ million. Sam wants to push for his Burnside couplet/streetcar idea (Metro est. $118.5 mil), and an extension from the newly forming eastside entertainment district to the booming Hollywood district (Metro est. $70 mil) would greatly help develop the very underutilized and low density Sandy Blvd.

Westin, who recently purchased a large swath of Sandy was orginally cold to the idea of a streetcar there... but, he seams to be opening up to the plan...

[MarkDaMan]

Westin...I could picture the guy but couldn't come up with his name. I knew it wasn't Benson, that is his tower...I guess Mr. America would work, considering his obsession with the flag...

[PacificNW]

I think it is spelled Weston....... :)

[bvpcvm]

^probably has to do something with the fact that a large developer has bought a ton of property in the lower Sandy area and Sam can squeeze him for necessary property levy to get the line built. Lower Sandy can build more dense housing than Hawthorne, the prime Hollywood district also can get higher densities through the neighborhood association than anything on Hawthorne.

mark, is that speculation or something concrete?

[zilfondel]

It was in a previous article posted in here; apparently Weston bought like 12 city blocks' worth of property near Sandy/Hollywood TC.

[65MAX]

Weston now owns about 20 blocks along Sandy between 12th and Hollywood, including all of the Jantzen buildings around 17th/18th.

[bvpcvm]

i've often thought that the second and third stories of some of the older buildings around sandy and 42nd would make for awesome lofts.

[PacificNW]

zilfondel: thanks for that blog link.... :tup:

[tworivers]

New Eastside Loop meeting minutes here (http://www.portlandstreetcar.org/pdf/ESLoop_Minutes_Dec_5.pdf).

Lots of interesting info.

[alexjon]

Basically saying they haven't got their financials in order, it seems.

Eh.

[bvpcvm]

New Eastside Loop meeting minutes here (http://www.portlandstreetcar.org/pdf/ESLoop_Minutes_Dec_5.pdf).

Lots of interesting info.

i don't get it - i thought we were sailing through this funding process. having read the minutes, though, i can't tell what's going on.

honestly, i've never agreed with the justification for this project. "a ring, you know, like the ringstrasse in vienna" they keep saying. that would be fine, if, historically, there was some sort of ring road that organized traffic in a circle pattern around the central city, but we don't have that, and i don't think people move around the city like that.

and did anyone else notice that it's expected to take *68* minutes from omsi to lovejoy?? maybe that was roundtrip omsi-omsi. even so, what a way to feed the critics, huh? it seems like it would be far more effective to build out along mlk, broadway, sandy, hawthorne, etc before trying to connect down grande.

[bvpcvm]

http://www.portlandtribune.com/news/story.php?story_id=119793131805163100

Transit plans take long road

TribTownStreetcar extension not yet ruled out as projects creep forward

By Jim Redden http://www.portlandtribune.com/site_graphics/email_icon.gif (jimredden@portlandtribune.com)
The Portland Tribune, Dec 18, 2007

http://www.portlandtribune.com/news_graphics/119793270561226600.jpg
L.E. BASKOW / TRIBUNE FILE PHOTO

The aging Sellwood Bridge is in serious need of repair or replacement, and a panel is studying the options. Determining a final design and cost is likely to take until 2009.

The idea of extending the Portland streetcar to Sellwood is complicating two significant transportation projects – dealing with the aging Sellwood Bridge and creating a transit line between Portland and Lake Oswego.
No one has formally proposed building a new Sellwood streetcar line.
But city transportation Commissioner Sam Adams is interested in extending the streetcar service throughout Portland and believes the Southeast Portland neighborhood of Sellwood might be a good candidate, along with such east-side areas as Hollywood and Hawthorne.

“There are a number of neighborhoods that could be well-served by new streetcar lines, but a lot of work needs to done before deciding which ones are the best,” he said.

Primarily because of Adams’ interest in the issue, those working on the Sellwood Bridge and the Portland-to-Lake Oswego transit project are trying to avoid making any decisions that would preclude a new Sellwood streetcar line.

This is not yet much of a concern for the Sellwood Project Advisory Group, a panel of regional elected and transportation officials working on the project to repair or replace the bridge.

Adams serves on the committee, which last met Dec. 10 to finalize which alignments and bridge designs to approve for the Draft Environmental Impact Study phase of the project – a step that must be taken to qualify for federal aid.

The meeting ended with the committee agreeing to study how well four designs would work on four possible alignments, including rehabilitating the existing bridge at its current width.

The two lowest-cost designs are the box girder and delta frame. Two higher-cost designs are the deck arch and through arch.

The committee also agreed to study two designs for a separate bridge for pedestrians and bicyclists: cable-stayed and stress ribbon. No cost estimates are yet available for such a bridge.

Trolley line still in running

Despite the large number of remaining options, a streetcar line could theoretically be included on all of the designs under study, said Mike Pullen, a spokesman for Multnomah County, which owns the bridge.

Pullen said that because a streetcar weighs only as much as a large truck, the rehabilitated or replacement bridge would not have to be strengthened beyond current thinking. And because no stops would be required on the bridge, the line could be run within the existing two-lane width.

“We’re not actually planning for it, but there’s nothing we’ve done yet that would prevent it,” Pullen said.

Depending on which alignment and design is chosen, current cost estimates for the bridge range from around $270 million to $400 million, in 2012 dollars, the year construction is expected to begin. The county has not yet secured its match, estimated at around $100 million.

The Portland-to-Lake Oswego transit project also moved to the environmental impact phase last week.

The Metro Council approved further in-depth study of two possible streetcar routes through the Johns Landing neighborhood between the South Waterfront and the existing Sellwood Bridge.

One would install rail in the outer lanes of Southwest Macadam Avenue. The other would follow the existing rail line, which lies between Macadam and the Willamette River, a route known as the Willamette Shore line.

Residents in the numerous condominiums along the river favor the Macadam Avenue route. They argue that the existing rail line runs too close to some of the condos that have been built since freight trains stopped running on the line more than 10 years ago.

“The line is so close to some of the units, you could reach out and snatch a drink off the deck,” said Vern Rifer, a Portland developer and resident of one of the affected condominium developments, who serves on a citizen committee advising Metro on the project.

Streetcar heads south

Rifer favors running the line along Macadam Avenue. He argues it would spur redevelopment of the Johns Landing neighborhood by giving residents and visitors a transportation alternative.

Rifer also noted that both routes could include a spur across the river into Sellwood that would encourage travel between the neighborhoods.
“There’s nothing that would prevent it from hooking over the Sellwood Bridge,” Rifer said.

Metro has yet to decide whether to run the line through the Dunthorpe neighborhood to Lake Oswego, an option strongly opposed by many of the people who live along the route.

In some cases, the proposed streetcar line cuts through backyards, and even between houses and garages.

“I’m concerned about the safety of the children who live here, and also wonder if there would be enough riders to support it,” Riverdale area resident Elizabeth English said.

Cost estimates for a line to Lake Oswego range from just under $200 million to more than $215 million.

jimredden@portlandtribune.com

[tworivers]

I think the "ringstrasse" concept has merit and I'm supportive. I'd be surprised if the ridership numbers were lower than forecast, just based on what I've seen on the westside. I laugh, thinking about the crank critics who deride the "toy trains", when I so often see those trains packed full of people, and I expect similar demand on the eastside. I don't have any hard arguments to support that -- it's just a feeling. I don't know if people circulate like that already or not (I kind of do), but I like the idea of bringing the two sides of the river together and trying to create new patterns of movement around the inner city. I did notice the travel time: I wonder how many people would be riding the ring the entire way? More likely people would hop on and off at various points. Even just going up and down MLK and Grand on a streetcar would be great for the human scale, because right now those streets suck for anything but cars and they have a wide range of services that are begging for greater non-auto access and movement. And anything that spurs residential development in the Lloyd is going to get my vote.

I also think that this line will act as a precursor to other lines branching off and might lessen the spoke effect that we get with MAX. And maybe, just maybe, it will add to the momentum to remove eastbank I-5 and turn the river into the giant "boulevard" of activity and center of the city that it could and should be.

I was confused by those minutes, too. They didn't get the rating they needed, but they're going to figure out how to tweak the numbers, and they still expect to be in the Feb 2008 budget? The other thing I was trying to figure out was the Northrup vs Lovejoy question. It seemed like they were saying that it would be much more convenient to stick with Lovejoy, but that the preference was for Northrup...

[bvpcvm]

i'm not saying there shouldn't ever be "ring" service in this area, just that i think a better approach would be build more spokes (again, mlk, hawthorne, etc) first. i think that would get you higher ridership. maybe build a line along mlk not only in ne but south along the ceid. then, by building junctions at each line, you could add "ring" service without building anything new.

last month i spent time in amsterdam, cologne (there's a city that ought to be a template for portland) and frankfurt. their streetcars are much faster and have fewer stops than ours and there's little temptation to try to beat them by walking, as you might in portland. in fact, in a fit of nerditude, i compared travel times for the portland streetcar and the cologne streetcar line 5 - for a similar distance, portland's took 35 minutes; cologne's took 15.

to a great extent, of course, the difference can be chalked up to our tiny blocks. but it wouldn't hurt to take out a few stations here and there (do we really need stops on 22nd at *both* lovejoy and northrup??) and adding signal priority.

[tworivers]

to a great extent, of course, the difference can be chalked up to our tiny blocks. but it wouldn't hurt to take out a few stations here and there (do we really need stops on 22nd at *both* lovejoy and northrup??) and adding signal priority.

Agree wholeheartedly. That is exactly why I don't think there should be a Lincoln stop for Milwaukie MAX on its way between Sowa and dt when there is streetcar service going to and from the same areas a few blocks away.

[RED_PDXer]

They didn't get the rating they needed, but they're going to figure out how to tweak the numbers, and they still expect to be in the Feb 2008 budget?

The problem with the rating system developed by the federal transit administration FTA is that it's geared toward regional transit projects and thus, relies on traditional travel forecasting methodology. This is the first streetcar to use the "Small Starts" funding system. TriMet reluctantly submitted an application using this methodology and the feds tore it apart. Now they're back at square one with that issue; however the feds are working with them to come up with a new way of forecasting ridership.

Other aspects of the "Small Starts" application process is land use and economic potential of the area surrounding the transit stations. The streetcar has a ton of success on the westside in terms of channeling new higher density development along the route and the central eastside is ripe for development. I'm guessing the feds see this project as one of their "success" stories once it gets built, so i'm hopeful the funding will occur.

As far as personal preference goes, I too would prefer just a few less stops on the MAX line through downtown and on the streetcar. Eventually, once the frequency is increased, I'd like to see the streetcar have it's own travel lane and not have to share a lane with cars, which slow it down too much. Also, there are quite a few turns on the streetcar as it goes out to NE 7th ave to grab the property tax of the Lloyd center mall and then returns to Grand and MLK. I'd like to see it go down NE 7th and cross I-84 with a transit/bike/ped bridge and continue down 7th til it gets to OMSI. I guess that's just me wanting a safe crossing of the I-84 on my bike, which currently doesn't exist.

[tworivers]

Thanks for the funding clarification, red_pdxer.

Check your mailbox, I just PM'd you.

[alexjon]

My heart just leapt into my throat when I realized why the eastside streetcar goes where it does.

TAKE THAT, LLOYD CENTER MALL, YOU LEECH!

[MarkDaMan]

Cincinnati 'Enquires' into Portland's streetcar
Daily Journal of Commerce
POSTED: 03:47 PM PST Thursday, December 20, 2007
BY TYLER GRAF

Cincinnati is thinking about building a streetcar system, and guess what city inspired that? Not Prague, or Vienna or Helsinki -- what American city.

Portland, naturally, which has the only streetcar system in the United States.

The Cincinnati Enquirer reports:

"Last month, 16 visitors from Southwest Ohio spent a weekend (in Portland) to learn what lessons can be drawn for the proposed $102 million plan now pending before Cincinnati City Council.

"They came away, for the most part, with renewed faith in a plan that advocates say can turn Over-the-Rhine into a residential mecca for young professionals and spur new construction downtown.

"'I am absolutely amazed at the economic development,' said Martha Kelly, an engineer in Cincinnati's transportation planning department. She visited Portland in 2001, just before the streetcar launch, to study the region's light-rail system."

During that trip, she went down to the then-developing Pearl District -- a place she thought was "scary" at the time. But then, the MAX was never really intended to spur development in the Pearl District -- that job was left to the streetcar.

One thing the article fails to mention, however, is the deal inked with Oregon City-based Oregon Iron Works, which now makes some of the streetcars locally. Of course, that deal was necessary to ensure that the streetcar (and its federal funding) complies with the Buy American Act of 1933. Nonetheless, many streetcar cheerleaders, within PDOT and elsewhere, believe that the perceived success of the streetcar will inspire them to build their own systems, using Iron Works-built streetcars, as we may eventually see in Cincinnati.

But lest we forget, Cincinnati has an embarrassing history of abandoning public transportation projects in spectacular fashion.
http://www.djcoregon.com/articleDetail.htm/2007/12/20/Cincinnati-Enquires-into-Portlands-streetcar

[alexjon]

Portland doesn't have the only streetcar system in america; it can't even claim to have the only modern streetcar system. It has the MOST SUCCESSFUL, yes, but not the ONLY system.

[G-Man]

How come you guys never post pics?

Also I am wondering how involved the local citizens have been in lobbying the city for street cars/ trams? I would love to see something start out in Victoria but there needs to be an organzied group of people and it is still on the fringes.

Any thoughts?

[EastPDX]

I hope they start with the loop and then work out to 39th on the East; to Alberta on the North; and Holgate to the South; and to specific short distances on the West Side too (Burlingame, Hillsdale, etc., west side will be more expensive though). Build up the density at the Center and along the short spokes first. Then when the property taxes can support expansion they move the spokes out. Buses can feed the wheel and do Express runs.

We have to plan this system logically.

eP

PS - Still snowing at 1:21 (Severe Weather Alert finally shows up on Google Weather)

[bvpcvm]

http://www.oregonlive.com/printer/printer.ssf?/base/news/1198734914306320.xml&coll=7&thispage=2

Federal rules prefer buses over streetcar expansion

Travel - Portland wants money for an eastside line, but the transit administration says buses are more efficient

Thursday, December 27, 2007
DYLAN RIVERA
The Oregonian

Portland officials, eager to expand the city's heralded streetcar line across the Willamette River, are learning that federal transit managers favor buses for efficiency and may delay or withhold construction funding.

The expansion, pegged to cost $147 million, would extend the streetcar from the Pearl District across the Broadway Bridge and south to the Oregon Museum of Science and Industry, nearly completing a streetcar loop of the city's core. The federal government, according to the Portland City Council's plan, would pay for half.
But the City Council scrambled in early September to meet a deadline to apply for funds, only to learn from the Federal Transit Administration that Portland is failing to meet a cost-effectiveness test that planners here say is biased against streetcars in favor of high-capacity bus lines.

At stake is about $200 million in federal money that could provide the first national program for streetcars in cities across the nation. More than 60 cities nationwide have ideas for emulating the Portland Streetcar and the dense mix of housing and commercial development that accompanies its downtown route.

Despite the chance to compete for the new pot of money, however, every city except Portland has balked. Seattle, which just opened its first streetcar line earlier this month, says the process favors bus rapid transit -- the type of line that has large vehicles traveling in their own lanes separated from car traffic.

Transit administration officials have said the Office of Management and Budget, a department in the White House, has ordered them to raise standards for cost effectiveness when judging transit projects. That contrasts with the bill Congress passed in 2005, saying projects should be funded if they support public transportation, are cost-effective and boost local economic development.

Meanwhile, two Oregon congressmen are hammering away at the issue on a national basis. U.S. Democratic Reps. Peter DeFazio and Earl Blumenauer led efforts to zero out the administration's 2008 budget for making rules on how to value streetcars versus buses. The measure passed last week as part of a massive bill that funded 14 Cabinet departments.

Both congressmen want the government to implement the Small Starts program, a law that Blumenauer wrote to provide federal money to proliferate streetcar lines and dense urban development in cities across the nation. But two years after Congress passed the law, the administration hasn't funded a single streetcar line and instead proposed rules that would give preference to bus rapid transit systems over streetcars.

DeFazio said Congress was forced to prevent the administration from making a bias against streetcars permanent.

"If they wrote a rule like that and they implemented it, we'd be stuck with it for a minimum of two or more years, and that's not acceptable," DeFazio said.
The transit administration has published rules that would make cost-effectiveness the key test of whether a project should be funded. Zoning for high density and saving miles driven in cars would be combined with congestion relief under an effectiveness test. Together those would count for half the benefits allowed.

The result?

"If you build 5,000 units of housing along that line and people walked from those units of housing and get on the streetcar, they would not count under their criteria," DeFazio said.

The only riders that count are the ones that transfer from a bus or other transit to get to the streetcar line, he said.

"It's totally misanthropic," DeFazio said. "It's set up to make streetcar never pencil out."

TriMet planners have traded memos back and forth with the transit administration, arguing about what factors should be included in cost-effectiveness. The haggling over costs and benefits could go on for six more months yet not interfere with the project's schedule, said Rick Gustafson, executive director of Portland Streetcar Inc.

Several crucial next steps can proceed even while the cost-effectiveness discussions continue, he said. Next month, the project will need to complete a cost estimate. The project could get a big political boost if it is included in the president's budget in early February.

If the transit administration signs off on a construction agreement for Portland's $75 million request, by summer, that could ease the way for $40 million to start construction in the 2008-09 budget.

While Portland, TriMet and Metro planners believe in the streetcar extension and also agree with DeFazio's criticism of the transit administration, they have to proceed with caution through delicate talks, Gustafson said.

"Since you are asking for money, it's generally a good idea not to go kicking the people who are supposed to give you the money," he said.

Dylan Rivera: 503-221-8532; dylanrivera@ news.oregonian.com For environment news, go to http://blog.oregonlive.com/pdxgreen

©2007 The Oregonian

[tworivers]

Fed funding is looking dicey (http://www.portlandstreetcar.org/pdf/ESLoop_Minutes_20080116.pdf).

[pdxman]

Looks like the anti-public transport administration is at it again. This seems to be happening a lot lately with rail projects in the US. I was browsing over in the Transportation section and it seems like rail projects in Miami and the Virginia/DC area were getting significantly downsized or cut all together because of the Feds unwillingness to provide funding. Very sad.

[NJD]

according to portlandtransport.com the streetcar loop is included in the presidents budget, with $50 million for the first year... that's an interesting turn of events...

[tworivers]

Any idea if this, with the promise of the other 25 million next year, is enough to start final engineering?

[bvpcvm]

unfortunately, even with a change in the administration, thanks to all these wars, there might not be much money left over for things like this. thanks, w.

[tworivers]

Can someone explain to me where the story is in this (http://wweek.com/editorial/3415/10418/)? I feel like the WW and Tribune have repeatedly run stories lately with these scandal-suggesting headlines that just sort of peter out at the end... because, well, really, there is no story. This sort of journalism seems like a perfect fit for the half-assed journalists working for Mr. Pamplin, but a Pulitzer-winning guy like Jacquiss? The idea that Adams might have to "deny" canceling the re-paving of 23rd so that he could fund analysis of a Bside streetcar is particularly odious when there have been previous news stories reporting on how 23rd businesses were practically begging them not to re-construct the street right now due to the amount of disruption (and, indeed, letters between the two parties are quoted). There may be good reasons why PDOT doesn't want to re-direct this money to a paving project, but no one from Adams' office is quoted -- just some hack from the OR Taxpayer's Association (wtf?).

I'm all for critical journalism, btw. It's not the information being shared in this case that bothers me (of course), but the tone and methodology of the journalism.

I guess it gets the Bojack Dipshit Gallery frothing at the mouth, which is always amusing.

[NJD]

The headline and story usually come from 2 separate people. The article gives the feeling that Adams is trying to hold onto fed dollars that would normally go away since the 23rd project is floundering due to the business community and the actual pavement problems. The headline makes the pass through reader assume Adams is canceling the 23rd project for a controversial streetcar.

"Meh" is what I have to say about reporting like this. It reminds me of that awful article about leasing air-rights over Burnside for B-side-6 even though it is status quo in Portland to do this on any of the widened streets.

[Sekkle]

the latest meeting minutes are posted at portlandstreetcar.org
http://portlandstreetcar.org/pdf/ESLoop_Minutes_20080220.pdf

Here are some excepts...
We have been included in the President’s budget. They are recommending that in the next fiscal year Portland Streetcar receives $50 million of the $200 million available. There is still a contingency of meeting the FTA’s T-Sub rating before we are allocated the money. Our plan B would be: if we can’t meet the T-Sub rating of “medium” before we would apply for an appropriation which happens in June or July. There is little chance that the President’s budget will be approved by September 30, 2008. The chance of any approved budget being vetoed by the President is high, so it may be pushed to February 2009 after the election of the new President and the swearing in of the President. We are still progressing on the T-Sub rating. The FTA is working positively with our representatives on a weekly basis. Last Friday we submitted a large pile of data and information. There are often daily conversations trying to establish that there are actually more riders on the streetcar system than what was projected. If they agree to this, there is a high probability of us meeting the T-Sub requirement. Daniel Deutsch asked about the probability of us getting to the required Medium rating. Gustafson responded that we have to get to that point, so we will do whatever is necessary. The Environmental Assessment has been issued. FTA has signed off on it being issued but we are in the public comment period. There is an Open House March 6, 2008 from 5pm to 7:30pm in the Multnomah County Boardroom, 501 SE Hawthorne. When this period is completed the FTA can sign off on the EA. We have two signals that the FTA is preparing to have us funded.

…

We are asking the City Council to approve the contract to continue working on the Loop Project. Dan Yates asked about how much we are expecting to touch the City’s line of credit while waiting for the federal funding. Gustafson responded that there are 2 pieces of funding that are uncertain. The first is PDC’s input and contributions and the second is the federal funds. The major funds we will have to borrow from the city are the LID ($10 million). We could borrow between $8-10 million over a period of 18 months. There are two options for proceeding: 1) an aggressive option where the city authorizes URS to start work on final design immediately; and 2) that the contracts be approved but the notice to proceed be withheld until federal funding is available. We are asking the city to approve the second option.
…

Chris Smith asked about Small Starts and how the delays are costing us money and if there was any chance to get additional appropriations to help cover the additional costs from the delays. Blumenauer responded that it would be very difficult.
There's also some discussion about the route it will take in the Pearl District

[Sekkle]

New meeting minutes from the Portland Streetcar Citizens Advisory Committee can be found here (http://www.portlandstreetcar.org/cgi-local/journal.cgi?folder=journal&next=61). This is an excerpt regarding the ES Loop project and the manufacturing of streetcars at Oregon Ironworks (there’s not too much new info of note in the rest of the minutes). I also posted some info from these minutes in the Milwaukie LRT thread. (http://forum.skyscraperpage.com/showthread.php?t=138847)

4. Project Updates:
Loop: Rick Gustafson reminded everyone that the Open House for the Environmental Assessment is tomorrow and that the public comment period ends March 10, 2008. We are expecting to be able to release a FONSI (Finding of No Significant Impact). The project is moving along nicely. The Federal Transit Authority’s assistance and acceptance of the EA is another piece of evidence that they want to fund the project. We are still at a rating of Low-Medium and need to continue to work on getting that rating to a Medium. We are working almost daily with the FTA in trying to improve this rating. The bottom line is there must be a cost-effectiveness of $23.99 price/benefit ratio. We are at $29.00 right now. The regional model which we used to conduct the analysis of the streetcar ridership was right on the mark for bus and light rail ridership, but only 52% of actual Streetcar ridership.

…

According to our benefits, we could find our cost/benefit ratio at closer to $14.00. The FTA insists that we do all our comparisons against a high-end bus system that is actually higher than we would actually make or get the support to make. If we can get the FTA to agree that the demand numbers are higher than the model predicts, we will make our rating of Medium.

…

We are highly confident that we will meet the cost estimates and budgets. The FTA normally has their own cost analysis done, though they did not have it done in our project (mainly due to the capped financial input from the FTA). The $50 million that has been earmarked for the Loop Project is a down-payment for the $75 that we will get from the FTA for the entire project. On March 20, 2008, PSI is in front of the City Council to get approval of the final design contracts. We are asking for approval so we are ready to go when we get our cost/benefit rating to Medium with the FTA. We are right in the middle of this project and are working diligently to see this through. Vern Rifer asked about the connection between the Milwaukie Light Rail Bridge and the affect on the Streetcar. Gustafson responded that to complete the Loop we will need 5 more cars and between $35 – 40 million to complete the Loop (installing track from the bridge to the current South Waterfront tracks). When all of this happens we will make a request to the FTA for an additional grant if they increase the maximum federal money available for Small Starts. Smith made a motion to allow Chris Smith to speak for the CAC at the March 20, 2008 City Council meeting. Bob Richardson seconded the motion. It was approved unanimously. Pearce asked if all of this does not work to get us funding before January 20, 2009, would we resubmit the project to the FTA or have to start the process all over again. Gustafson responded that the general feeling is that whomever the new administration centers around, it will be friendlier than the current administration. If in September progress has not been made, there is a chance we would have to consider the possibility of a Plan C. If the budget gets approved in January or February of 2009, we will still be in that budget’s mark ups in June/July. Pearce also commented that Portland is becoming more and more visible as the leader of Streetcars around the country and she was wondering if that makes it harder for the FTA to say no to our project. Gustafson responded that yes, that is true and that is why Simpson (FTA Administrator) stated in 2006 when he entered his office he declared that he wanted to get our project funded. Tucson will be applying for Small Starts in the coming months. Smith read a written comment submitted by Michael Dennis that there were rumors about shortening pedestrian signal lengths on the east side to increase the flow of traffic. Gustafson responded that nothing to that detail has been discussed or dealt with yet, but that we are looking into signal overrides and more serious circulation plans in areas (relationships between bikes, streetcar, busses, cars, and pedestrians). These studies are being done in the Pearl, Lloyd, OMSI and Burnside/Couch Districts.

Rifer asked about Oregon Ironworks and their Streetcar division United Streetcar and if they are really building the new cars. Gustafson responded that yes they are manufacturing the cars and that the first one will be on the tracks in Portland in December 2008. We will be testing their car here in Portland and it will be different in color and paint design than all other cars because it is the first car manufactured in the United States (and Oregon). There are two bids that United Streetcar will prepare in the coming weeks. The first is that we have been given $20 million by the state for 7 cars for the Loop and they will competitively bid for that. The second is through Shiels Obletz Johnsen for 4 cars for the Dubai Streetcar Project which will be in competition against worldwide companies.

[zilfondel]

Booya!

yes they are manufacturing the cars and that the first one will be on the tracks in Portland in December 2008.

[philopdx]

Hey, so I guess they are going to run these new cars on the existing tracks for a while? I don't think the new east side tracks will have even started construction by then. Oh, looks like it's for testing.

[tworivers]

The Boise Neighborhood Association is giving the NW folks a run for their NIMBY money -- this time fighting (http://www.djcoregon.com/articleDetail.htm/2008/05/16/A-streetcar-named-ennui) the Streetcar System Plan process. They have already said no way to a streetcar on either Mississippi or Vancouver/Williams and instead want it (if at all) on MLK, a stance that works for me because I strongly support that option.

[alexjon]

The city should begin penalizing neighborhoods for hindering projects of citywide benefit.

[zilfondel]

Well, Boise gets the bike lanes on Vancouver/Williams, so they better use 'em. :shrug:

[Sekkle]

Streetcar system planning continues...
NW Portland looks at potential streetcar routes
Volunteers spread word that possible new line could connect to Montgomery Park
BY TODD MURPHY
The Portland Tribune, Jun 20, 2008

Do Northwest Portland residents want more streetcar lines in their neighborhood?

And if so, which potential routes do they want?

Those are the primary questions that a group of volunteers working with the city’s Office of Transportation have been asking Northwest Portland residents in recent days.

Volunteers are going door-to-door in the neighborhood talking to people, directing them to an online survey, and to information about three potential new streetcar routes in Northwest Portland.

The Northwest work is actually part of a much larger city effort — to determine possible corridors for new streetcars throughout the city.

The work is separate from the one new streetcar line for the city that is inching toward approval — an inner eastside streetcar loop that is still awaiting federal funding but could have its construction begin by summer of next year.

The surveying and outreach work on other possible streetcar lines is part of the city’s Streetcar System Plan — a project started in June 2007.

And it’s more about someday possibilities than near-future certainties.

“Nothing is proposed. It’s all just potential,” said Patrick Sweeney, the plan’s project manager with the city’s Office of Transportation. “I don’t see any of the street car corridors with the system plan being queued up within the next .. we’re looking five to 15 years before anything in the streetcar system plan could be built.”

The largest unanswered question would be funding — both to build the lines and to operate any new streetcars.

But five “district working groups” of volunteers from five broad areas of the city are still talking about ideas — and trying to gauge community reaction. The Northwest working group is the first group that already has identified three potential streetcar lines and begun surveying residents about them.

One proposed option is to build a line from West Burnside Street to Montgomery Park, via 18th and 19th avenues and Thurman and Vaughn streets. Another option is to build a line from Burnside to Montgomery Park via 21st Avenue and Thurman. And the third proposed option is to build a line from Burnside to Montgomery Park via 23rd Avenue and Thurman.

Kim Carlson, a Northwest district resident and chair of the Northwest district working group, said people may prefer some combination of the three ideas, or other routes.

“In doing our outreach, we’re saying, not one of these options is perfect. But between them .. maybe there are components that look really good,” Carlson said.

After each district working group gets reaction from neighborhood residents, they will prepare a final report outlining options that they will deliver to office of transportation officials.
http://www.portlandtribune.com/news/story.php?story_id=121392446300864900

[tworivers]

I'm working on the NE survey process. If anyone in inner N/NE wants to help us survey next week, PM me. I know awhile back there were a few other posters from the area.

From the meetings I've attended, it seems like people are interested in advocating for Broadway/Weidler, 82nd, MLK connecting to Alberta, Killingsworth, and/or Lombard (to St Johns -- the sole focus of the N Working Group). East/west lines would be on Alberta/Killingsworth between Interstate MAX + PCC Cascade and Fox Chase + Concordia U. Oh, and NE Sandy from Hollywood to Parkrose also has support.

[PacificNW]

Way to go, tworivers. Glad to see people on this forum involved in the projects that are of interest to us all!

[Pavlov's Dog]

I'd like to a hipster line branching from the Interstate MAX up Russell and then Mississippi and then Alberta to 33rd, up to Killingsworth and turn around at New Seasons.

[tworivers]

Mississippi is unlikely to move forward due to strong neighborhood opposition. Williams/Vancouver has also seen some pushback -- those streets are perceived as being ideal as a bike route and a connection to Alberta would be difficult due to the stretch over to MLK. There is also a lot of housing on those streets in general.

The neighborhoods along Alberta seem to be very supportive of an Alberta streetcar terminating near Fox Chase/New Seasons/Concordia U. It would seem logical to have that east/west line jog up to Killingsworth on MLK and then go west to PCC and Interstate MAX. I am hoping for an MLK streetcar going north from the Eastside Loop as far as possible, either connecting to Alberta/Killingsworth or all the way to Lombard and the proposed line to St Johns (which is the sole focus of the North PDX Working Group). One of the advantages of MLK is that it would pull people in from the neighborhoods to the east like Irvington, Sabin, etc. Not to mention all the development and LID potential, the "main street" designation, heavy existing transit demand, and the need to tame auto traffic and make the street more viable for businesses and pedestrians.

[Sekkle]

Blumenauer Small Starts bill...
Prospects improve for east-side streetcar
Trib Town • Blumenauer proposal would revamp federal funding formula
BY NICK BUDNICK
The Portland Tribune, Jul 3, 2008

The chances that the Portland streetcar will cross the Willamette River to the central east side just got better.

That’s because on June 30, U.S. Rep. Earl Blumenauer, D-Ore., introduced legislation that would override what has been a major obstacle to securing federal funding for the project.

The city of Portland and Metro, the regional planning agency, have asked the Federal Transit Administration for about $75 million to fund half of the construction costs.

The project proposes to run the streetcar from Northwest Portland across the Broadway Bridge and down Martin Luther King Jr. Boulevard and Grand Avenue to the Oregon Museum of Science and Industry. It would pass through the Lloyd, Pearl and Central Eastside districts, as well as Eliot, Buckman and Hosford-Abernethy neighborhoods.

Staff members at the FTA, however, have refused to sign off on the project. In essence, they feel it is inefficient as a people-mover, and does not provide enough bang for the buck under an FTA formula that considers speed, distance and ridership.

To combat that, Blumenauer’s legislation would require that the FTA alter its formula to take into account what advocates say are benefits of the streetcar – such as encouraging the construction of taller, denser buildings near streetcar lines, as well as boosting economic development in the areas.

Blumenauer’s bill “would fix the problem” of FTA opposition, said Chris Smith, a neighborhood and transportation activist who sits on the board of the nonprofit Portland Streetcar Inc., which operates the streetcar.

Smith suspects that politics may play a role in FTA’s delay in funding the project. The agency is led by Republican political appointees, and many streetcar proponents, such as Blumenauer, are Democrats.

Smith said under the federal rules for calculating project construction costs, “Every month that we don’t get started we’re losing close to a half-million dollars in inflationary costs,” he said. “So by delaying they’re making the project more expensive, particularly for the local folks.”

Even if Blumenauer’s bill does not become law, its existence will up the pressure on FTA to approve the streetcar construction funds.

Still to be determined is where funding for operating the streetcar, once built, will come from.

Some staff members at TriMet have opposed using TriMet operating funds for the east-side loop, saying that the project has scant transportation benefits and is little more than a subsidy for developers.

Smith, who disagrees, says no decision has been made on where the operational funds will come from.

Proponents “have a couple of years” to figure that out, he said.

nickbudnick@portlandtribune.com
http://www.portlandtribune.com/news/story.php?story_id=121503561932945800

[PacificNW]

If Mr. Obama wins the election this fall I hope he considers Rep. Blumenauer for Secretary of Transportation.

[Sekkle]

^ I'll second that. :tup:

[tworivers]

Third it, heck yes. (Despite his limp position on the CRC.)

[bvpcvm]

The city's transportation dept web (http://www.portlandonline.com/transportation/) site has an online survey around additional routes in NW Portland. The three routes they're proposing (only one would be built) look like this:

http://i6.photobucket.com/albums/y237/bvpcvm/1107dfe8-5446-43fa-b92c-c69d4cbfe0d.jpg

http://i6.photobucket.com/albums/y237/bvpcvm/9f0c242a-72d9-4f66-812b-e3fc9cc5958.jpg

http://i6.photobucket.com/albums/y237/bvpcvm/495241f0-408f-4a2b-9246-0a28434a042.jpg

Personally, I like #2 the best.

[tworivers]

There is also an online survey for Northeast here (http://www.surveymonkey.com/s.aspx?sm=7QjGufQZvkQ5cFawdRA6CA_3d_3d). For suggestions check out my previous post on the options and my preferences.

[NJD]

Proposed Street Car Routes

08/05/08
By Lee Perlman
Southeast Examiner

A citizen working group, one of five commissioned by the city, gave southeast Portland the most extensive and detailed plans for future potential streetcar routes. Under the direction of the Portland Office of Transportation and commissioner (and Mayor-elect) Sam Adams’ office, the Streetcar System Plan is seeking to create a network of future streetcar routes. As part of the process, they held a series of open houses in the spring, at which they sought volunteers to propose possible routes. The southeast session had the highest and most enthusiastic turnout, with 80 people in attendance, and produced the largest working group. Under the direction of Ladd’s Addition community activist and transportation planner Richard Ross, the group analyzed the pros and cons of 10 potential routes. In contrast, the North Portland Working Group studied only one route, along North Lombard Street. Ross presented the analysis to a late June meeting of the Streetcar Systems Steering Committee, a volunteer group overseeing the process. The criteria for potential routes include potential ridership, potential for high-intensity development the streetcar is intended to encourage on adjacent properties, whether high traffic speed or volume on the proposed route represents a safety hazard or operational conflict, whether it makes sense as part of an overall mass transit system, and whether there is community support for such a streetcar route.

Here are their analyses:
Sandy Boulevard The “pros” for this route were that the street is wide with a wide right of way; it is a radial route stretching from the inner city to the outskirts; adjacent properties have a high development potential; it goes through the Hollywood Town Center where it offers connections to the MAX light rail blue and red lines. “Cons” were that the line could interfere with high traffic and freight movement, and the eastern portion has recently gone through reconstruction as part of the Sandy Streetscape Plan.
Burnside/28th/Glisan The arguments for this are that East Burnside Streets is a wide street; it passes by many small businesses that could benefit from its presence; there is ongoing redevelopment along the route; it goes by the pending Burnside Bridgehead mega-development site and the developing Providence Medical Center campus. The arguments against are that the streetcar could interfere with traffic on narrow, heavily-traveled NE 28th Ave.; it travels through Laurelhurst where there is low density that is likely to remain; and it’s close to existing MAX service.
Burnside/Stark/Washington The pros: SE Stark and Washington streets are a couplet that lend themselves to this operation; there is good redevelopment potential for part of the route; it connects to the MAX blue line and comes within five blocks of the green line now under construction; it connects such destinations as Mall 205, the Montavilla business area and Mt. Tabor Park. The cons: it is somewhat duplicative of Burnside/28th/Glisan and, once again, it goes through Laurelhurst.
82nd Avenue The pro arguments are: it provides a needed north-south connection; it fits the Avenue of Roses redevelopment plan; there is already high transit ridership on the #72 bus; much of the adjacent property is under-utilized and there has been recent Asian-themed redevelopment; it could be a catalyst to improve a poor pedestrian environment; it serves the Portland Community College Campus. Cons: this is a state highway where construction would involve dealing with multiple jurisdictions; it parallels the Green Line; and because it is on the border of some neighborhoods community support is uncertain.
Belmont This route seems to work in terms of operations. It is an historic streetcar route; part of it is a couplet; the lanes are wide; traffic speeds are consistent with a streetcar and it is not a freight route; it has high bus ridership and high residential and commercial density. The cons are: it dead- ends at Mount Tabor, and reversing direction on the east end might be technically difficult.
Hawthorne/50th This too, is an historic streetcar route; bus ridership that is near capacity; a high concentration of businesses; relatively high residential density with much more planned. On the other hand, lanes are narrow and businesses are complaining of “development fatigue.”
Powell This has a high bus ridership; a wide right of way and would connect well to a Hawthorne route. However, it is designed as an auto boulevard, it has heavy, high-speed traffic it is a freight corridor; it is a state highway and it has low residential density.
Foster This diagonal route could connect to many neighborhoods as well as the MAX green line and the Springwater Corridor; it has a wide right of way; a “huge” development potential; and many residents along the route would welcome something that would slow or “calm” traffic. The cons: it carries regional traffic; it is potentially a future MAX route; and west of 82nd, it is a flood plain with limited development potential.
Woodstock This is yet another historic streetcar route, and serves Reed College. On the minus side, it has low ridership, and does not connect to much on its east end.
Milwaukie-Tacoma This offers an historic streetcar pattern; high density development underway and potential for infill; potential connections to the Springwater Trail; a future Milwaukie light rail route; an extension across the west side via a new Sellwood Bridge, plus strong neighborhood support. The principal con is the route traverses narrow streets in places. The report included this: “Will the Sellwood Bridge fall into the river?”

The Working Group said community support was high for the Belmont, Foster, Woodstock and Milwaukie-Tacoma routes, and low for Powell. Hawthorne had strong support, but also a “vocal minority of very negative responses.” They expected strong “pushback from businesses along 82nd, and found such along lower Sandy, where a large number of businesses are auto- oriented.

[WonderlandPark]

Why does Belmont have to stop at Tabor? There is no reason it can't jog south to Division and then connect to PCC at 82nd. Belmont & PCC would be my first option.

[NJD]

http://www.djcoregon.com/_images/articles/djclead%20-%200821Streetcar%201.jpg

Streetcar engineers given a green light
Portland City Council lends $6.3 million in local funds for final design of east-side loop

POSTED: 04:00 AM PDT Thursday, August 21, 2008
BY LIBBY TUCKER, DJC

With federal financing still uncertain, Portland City Council agreed on Wednesday to spend local tax dollars to begin final engineering on the Eastside Streetcar Loop.

Commissioners approved $6.3 million for project management and design and civil engineering services on the $147 million project to build a new 3.3-mile streetcar route across the Broadway Bridge and south to the Oregon Museum of Science and Industry.

Final design has already been delayed two months while the city waits for approval of its $75 million request for Federal Transportation Administration small starts funds. In the meantime, each month of delay costs the city $500,000 due to construction contingency requirements that rise continually with inflation, according to the Portland Office of Transportation.

“I have confidence our congressional delegation and Commissioner Adams have worked hard (to secure funding) … this is a risk well worth taking,” said City Commissioner Dan Saltzman.

In June, an FTA analysis of the project’s cost effectiveness found it didn’t meet the agency’s funding requirements. Oregon congressional delegates are attempting to bypass the FTA process, however, and have achieved some success. The project was earmarked for $50 million in the President’s proposed 2009 budget as well as the Senate Appropriations Committee budget.

The city is now waiting for approval from the U.S. House of Representatives Appropriations Committee, which isn’t expected to release its 2009 budget until after the November election. Congress might also delay presenting the 2009 federal budget bill until next February or March, according to the city.

“The feds just really haven’t been supporting work around the country so there’s a pretty significant slowdown,” said Mark Dorn, a senior project manager with URS Corp., the engineering firm overseeing the project. “We’re hoping a new administration will pump money into transit.”

To prevent additional expenses due to the delay, City Council will pony up the money for final engineering in the hope that it will be recouped when Congress eventually approves federal funds for the project.

Under FTA regulations, any local funds spent on the project will count toward the federal matching funds requirement, said Vicky Diede, a project manager with the Portland Office of Transportation.

In all, the city will spend a total of $10 million in local funding to finance the conceptual and final engineering stages of the project. About $8.9 million of the total budget will come from the Portland Development Commission’s urban renewal area funds. Metro’s metropolitan transportation improvement project funds will cover the remaining $1.1 million.

Once final engineering is mostly complete early next year, the city will hire a construction manager/general contractor. Work on the new route is scheduled to begin next June, pending the approval of federal funding.

“Congressional delegates have stepped up and I have strong conviction this will be funded,” said Michael Powell, a board member of Portland Streetcar Inc. The city, he said, “will break the dam the FTA has put up to block streetcar projects.”

[alexjon]

Woodstock, please.

It's one of the places I'm considering retiring to. Get a good job and start paying for a house, renting it out until... well, you guys don't care haha.

[zilfondel]

Streetcar System Plan

http://www.portlandonline.com/transportation/index.cfm?c=46134

[alexjon]

Is there a way to get down that large bluff past Reed to get to the Milwaukie MAX from Woodstock? I can't think of any

I biffed on Steele a few times coming down that hill behind the Winston apartments and I've whacked into things a few times... very steep.

Or I suck at riding bikes. One of the two.



EDIT: Looking at maps, it seems that there isn't a way around that area and so a streetcar probably can't get up and down over there.

[urbanlife]

I am so hoping we end up with an extensive streetcar system while Adams is in office.

[Sekkle]

Streetcar engineers given a green light

...
“We’re hoping a new administration will pump money into transit.”
...



One more reason to hope the new administration doesn't involve John McCain. Here's an interesting/troubling article from Light Rail Now about John McCain's anti-rail...ness...

http://www.lightrailnow.org/news/n_newslog2008q3.htm#USA_20080711

[joeplayer1989]

that man is worse than bush

[philopdx]

Let's hope his administration doesn't think of transit as the "rail to nowhere"...

[alexjon]

After slugging through reams of threads in the Texas/Southcentral forum, I've had to stop and question what the animosity towards streetcars from non-residents stems from. Is it jealousy? Is it near-sightedness? I can't tell.

As far as I have seen and believe, the Streetcar is better than a bus and if you can afford it, absolutely worth it for local service. Am I wrong in my approach to the arguments? I don't know anymore. I think the attitude that would throw the baby out with the bathwater on streetcars is the very same that drives people like McCain to demand supernatural results from all rail.

[JordanL]

The issue most people have is that a bus can run more frequently, is faster, is easier to change in case of future development, and can be updated easier.

Light rail is not the same thing as a streetcar and visa versa. A lot of people who support light rail don't support a streetcar.

[alexjon]

The issue most people have is that a bus can run more frequently, is faster, is easier to change in case of future development, and can be updated easier.

Light rail is not the same thing as a streetcar and visa versa. A lot of people who support light rail don't support a streetcar.

Hasn't the Pearl District basically proved a lot of people wrong? Or are people still toting that same old saw of "it's public subsidy that drove development"?

And can you give me detailed stats on those "lot[s] of people"? Still finding it hard to believe that so many people think buses are magic.

[JordanL]

Hasn't the Pearl District basically proved a lot of people wrong? Or are people still toting that same old saw of "it's public subsidy that drove development"?

And can you give me detailed stats on those "lot[s] of people"? Still finding it hard to believe that so many people think buses are magic.

Well for the first point, the Pearl was heavy into development and investment long before the streetcar was going anywhere, and a lot of Pearl development has been outside of the streetcar corridor.

But to your second point... I'm not sure what you're trying to argue. It's not an opinion, it's a fact. Busses move more people, and they move them faster as well. Busses are changeable and ungradeable while streetcar... not so much.

Those are not opinions, those are facts upon which the opinions that a streetcar is a waste of money are based.

I would prefer they expand the busses and then invest in a Powell Blvd MAX line, instead of spending money on a streetcar that will cost well over $10,000 per passenger the year if finally gets completed.

[anp]

The issue most people have is that a bus can run more frequently, is faster, is easier to change in case of future development, and can be updated easier.


OK, I can perhaps see the argument that buses allow more flexibility, but the claim that buses are faster and can run more frequently than streetcars sounds spurious to me. Please explain why you think buses are faster and can run more frequently when they are subject to many of the same limitations as a streetcar (driving in traffic on city streets, frequent stops, missing traffic lights because of stops). As someone who's ridden buses here, I can tell you they're not very fast when driving through heavily-populated areas.

[alexjon]

Well for the first point, the Pearl was heavy into development and investment long before the streetcar was going anywhere, and a lot of Pearl development has been outside of the streetcar corridor.

But to your second point... I'm not sure what you're trying to argue. It's not an opinion, it's a fact. Busses move more people, and they move them faster as well. Busses are changeable and ungradeable while streetcar... not so much.

Those are not opinions, those are facts upon which the opinions that a streetcar is a waste of money are based.

I would prefer they expand the busses and then invest in a Powell Blvd MAX line, instead of spending money on a streetcar that will cost well over $10,000 per passenger the year if finally gets completed.

Why not put in BRT instead of a Powell Blvd MAX? It's cheaper and with true dedicated lanes can be just as fast, especially considering how short blocks are in Portland.

[PacificNW]

So, what are the buses, or BRT, going to use for fuel? Electricity, gas, diesel, hydrogen, natural gas, bio, or flex? What is the carbon footprint of each of these options?

[alexjon]

So, what are the buses, or BRT, going to use for fuel? Electricity, gas, diesel, hydrogen, natural gas, bio, or flex? What is the carbon footprint of each of these options?

It doesn't cost too much to add in an electric system for BRT. Remember, cities like Seattle have trolleybuses!

[bvpcvm]

Well for the first point, the Pearl was heavy into development and investment long before the streetcar was going anywhere, and a lot of Pearl development has been outside of the streetcar corridor.


what? where is this "Pearl development" that's "outside of the streetcar corridor"? the whole Pearl is within a couple blocks (3 at most, if you count 14th-11th) of the streetcar. and the pearl doesn't extend any further eastward than the n park blocks, so you can't point to development (what little there is) in old town and use that as an example of development that would have happened anyway w/o streetcar.

(i agree w/you about powell max tho)

[PacificNW]

⬆ I remember Seattle and their "trolley buses" very well. I rode #43 the 20+ years I lived in Seattle. :)

[twofiftyfive]

Buses are faster than the streetcar because they can go around things that are in their way, and they can let people on and off without being pulled all the way up to the end of the platform. The streetcar combines the worst of both worlds--it's fixed rail like MAX, but it rides in traffic like buses. The only thing I like about the streetcar is that it runs on electricity.

I do support MAX, though.

[alexjon]

Oh, thank god I'm not living in the suburbs-- I'd be freaked out by the convenience railfans

[pdxman]

My only problem with the streetcar has to do with its implementation--too many stops! I'd be more than willing to lose the stop I use if it meant the system as a whole could be faster. Cut/condense some stops and then the streetcar could be an effective commuter tool. If its accessibility you crave then buses are the answer; they can start and stop faster and as mentioned above they can maneuver around obstacles a lot easier. Buses also don't have to stop at every station/stop like the streetcar (hence my plead to cut some stops). And I do ride the streetcar almost daily, this is just my opinion from my observations.

[alexjon]

My only problem with the streetcar has to do with its implementation--too many stops! I'd be more than willing to lose the stop I use if it meant the system as a whole could be faster. Cut/condense some stops and then the streetcar could be an effective commuter tool. If its accessibility you crave then buses are the answer; they can start and stop faster and as mentioned above they can maneuver around obstacles a lot easier. Buses also don't have to stop at every station/stop like the streetcar (hence my plead to cut some stops). And I do ride the streetcar almost daily, this is just my opinion from my observations.

Since when do streetcars make unrequested stops at stations without passengers there?

Of course, if I could cut any stop, I'd get rid of the 10th and Alder stop in a heartbeat!