[pdxstreetcar]

Sen. Smith gets commuter rail going again
August 2, 2005

US Senator Gordon Smith today met with Washington County officials announcing he has secured a commitment from US Secretary of Transportation Norm Mineta to allow the Washington County Commuter Rail project to move forward. The event was held at TriMet's Beaverton Transit Center, the first station along the 14.7-mile Washington County Commuter Rail project.

In February the project was recommended in the President's budget, but has since been stalled due to an 11th hour rule change by the Federal Transit Administration (FTA) adjusting their cost effectiveness calculation, bumping the project out of range to get a recommended rating and a Full Funding Grant Agreement.

Senator Smith led the Oregon Delegation in securing a legislative fix to the FTA's new rules and allow the project to move into construction. He also worked with the delegation in getting language in the Transportation Reauthorization bill that just passed Congress that would also remove the FTA roadblock.

Additionally, Senator Smith has secured $15 million for the project in the Senate Appropriations bill, and will work with the rest of the delegation to ensure the $15 million remains in the final appropriations bill expected to pass Congress in October.

"Senator Smith's leadership and commitment means that in this heavily-congested corridor we will soon have an alternative mode of transportation," said TriMet General Manager Fred Hansen. "He led the Oregon delegation in making sure this project will serve the cities of Beaverton, Tigard, Tualatin and Wilsonville."

Washington County Chair Tom Brian said that local officials "have been advocating for this project for nearly a decade because it will improve mobility and will help strengthen the economic vitality of the cities along the alignment."

Other local dignitaries attended today's event to thank Senator Smith for his efforts, including Metro President David Bragdon, Washington County Commissioner Roy Rogers, Beaverton Mayor Rob Drake, Wilsonville Mayor Charlotte Lehan, Sherwood Mayor Keith Mays, Tigard City Councilor Sydney Sherwood and Tualatin City Councilor Jay Harris.

Next steps
The project is now in final design, with 75 percent of the work complete. The design work will now begin again and should be completed by the end of year. The project is expected to sign a Full Funding Grant Agreement in mid-2006 and begin construction shortly thereafter. The commuter rail project could open in fall 2008.

Background
The 14.7-mile commuter rail line would use existing freight tracks to add transit service in the heavily traveled I-5 and Hwy 217 corridor. The line would connect with MAX light rail in Beaverton, then travel to Tigard, Tualatin and Wilsonville. Travel time between the five stations would take 37 minutes, with service every 30 minutes during rush hour.

[bvpcvm]

37 minutes??? doesn't that seem like a long trip?

[PDXPaul]

I think that's less than 30mph. That's not very fast.

[Chicago3rd]

I think that's less than 30mph. That's not very fast.

Guess you have never driven on 217 during rush.

[bvpcvm]

yeah, 217's slow, but come on! that'll be easy to market: "come ride our train and whiz past traffic at 30mph!" i thought the point (or one of the points) of commuter rail is that it can faster, by virtue of fewer stops.

[Chicago3rd]

How long does the bus take on the same route?
Can you really driver between Beaverton Transit Center and Wilsonville in 27 minutes? On good traffic days? If you make it to 60 miles an hour it will take you 14 minutes. That of course doesn't count the stop lights getting from the Transit Center and the ones you will encounter in Wilsonville. Most traffic lights are about 2 minutes. So lets say you hit 3 which adds 6 minutes. So you will be taking at least 20 minutes. Oh....but there are speed limits......can you drive 60 miles an hour through Beaverton or Wilsonville? No. So let us add 5 more minutes....now you have 2 minutes to spare...but guess what....as normal the traffice is jammed up all the way down......get real.....

What will it be in the future with 500,000 more people moving into that area?

It isn't a bullet train...nor was it intended to be.

[Chicago3rd]

Washington County
Commuter Rail Project



About the Project

* Background
* Proposed route
* Service frequency & travel time
* Ridership projections
* Cost & funding
* Project timeline


Background

In 1996, a feasibility study for a commuter rail line was initiated by Washington County, the cities of Beaverton, Tigard, Tualatin, Wilsonville and Sherwood, TriMet, Metro, and the Oregon Department of Transportation.

The project, which would establish a new 14.7-mile passenger rail line between Beaverton and Wilsonville, has received strong support from the public and business community. It is one of the few suburb-to-suburb commuter rail projects in the country.

Because the line uses existing freight tracks in a dedicated corridor, there would be minimal construction impacts.

Passengers would ride in self-propelled diesel train cars. TriMet is working with Colorado Railcar to design and build the vehicle.

Back to topback to top
Proposed route

The proposed 14.7-mile line will share freight train tracks with the Portland & Western Railroad in eastern Washington County. The line will serve five stations in Beaverton, Washington Square, Tigard, Tualatin and Wilsonville.

Back to topback to top
Service frequency & travel time

Commuter Rail will operate weekdays every 30 minutes during morning and afternoon rush hours. The trip from Beaverton Transit Center to Wilsonville would take 27 minutes. Train speeds will average 37 mph, with a top speed of over 60 mph.

Back to topback to top
Ridership projections

Average daily ridership is estimated between 3,000 and 4,000 trips by 2020, with half of the riders new to transit.

Back to topback to top
Cost & funding

The $103.5 million project will be funded by:

*
$51.75 million in federal funding
*
$35 million from state lottery bond proceeds
*
$10.25 million from the Metro Transportation Improvement Program
*
$6.5 million from local cities and Washington County

TriMet and Washington County will contribute a total of $4.1 million toward annual operating costs.

Back to topback to top
Project timeline
Winter 2005 Full Funding Grant Agreement
2006 Construction begins
2008 Service begins

[bvpcvm]

look, i'm just saying that it seems like, commuter trains not being stuck in traffic and there being only five stops, it ought to be able to be faster than 37 minutes. that last article you posted says 27 minutes; the article streetcar posted says 37. clearly there's a discrepancy. 27 minutes sounds more reasonable, but why the difference? a misprint? or has trimet changed their plans and decided to underengineer this project (which would be par for the course)?

[bvpcvm]

don't get me wrong, i support rail, but, for instance, the banfield lrt, if i recall correctly, covers about the same distance in possibly just over 37 minutes (seems like when it opened that was the time to get to gresham) - but it makes, what? 30? stops along the way.

[Chicago3rd]

Mine is from Trimet.

5 stops.

And you didn't answer how you get from Beaverton Transit Center to Wilsonville in 27 minutes........lol.

And Trimet....par for the course is pretty damn excellent...hard to match what portland has......most cities are envious...

[pdxstreetcar]

The 37 minutes doesnt make sense to me. As has been stated, theres only 5 stops and its almost entirely on a private right of way so I have no clue how it would be so slow especially if millions of dollars are being invested in improving the line. What I posted was a TriMet news release so I guess its probably pretty accurate. As much as I want to see this project happen, I have a few problems with this project besides its slow speed: rush hour only in the commute direction only is a major issue for me and only a few runs a day plus I think an LRT branch in this corridor probably would have made more sense.

[bvpcvm]

Mine is from Trimet.
And you didn't answer how you get from Beaverton Transit Center to Wilsonville in 27 minutes........lol.


The article you posted says 27 minutes. Whatever.

Streetcar, I agree totally. I'm not exactly a budget hawk, but 103.5 million for 10 trains/day? Seems like LRT would only cost 2x or 3x that and would run all day. It would be another thing if anyone were seriously talking about expanding this to Salem (or beyond).

IIRC, some government agency in Salem looked into doing a study of the possibility, but then changed their minds. There were a few articles about it in the Statesman-Journal.

[Chicago3rd]

Mine is from Trimet.
And you didn't answer how you get from Beaverton Transit Center to Wilsonville in 27 minutes........lol.


The article you posted says 27 minutes. Whatever.

No.......not whatever. It is from Trimet...the agency building the project.

http://www.trimet.org/commuterrail/project.htm

**EDIT....just saw that TriMet's own news release says 37 minutes. So that is where the mistake lies. Their report says one thing their news release says another***

So please tell me how you are going to drive the distance in 27 minutes....under the normal conditions of I-5, 217 and city streets.



Streetcar, I agree totally. I'm not exactly a budget hawk, but 103.5 million for 10 trains/day? Seems like LRT would only cost 2x or 3x that and would run all day. It would be another thing if anyone were seriously talking about expanding this to Salem (or beyond).

IIRC, some government agency in Salem looked into doing a study of the possibility, but then changed their minds. There were a few articles about it in the Statesman-Journal.

Trimet almost always takes baby steps at first....ala the Street Car. Proves a need and finds an audience then expands it once it is successful. Remember.....they can run more trains as that area grows more and usage goes up. Portland is fantastic about thinking 20-40 years into the future. And the Stateman-Journal.....we know how far advanced Salem is.......not. Salem is a lot like Vancouver...so behind. By now we should have Max all throughout Vancouver....but they just sit up there rejecting it...then complaining about traffic. No forsight.

[MarkDaMan]

Who commutes between Wilsonville and the hundreds of thousands of jobs at the Beaverton TC? Does anyone have a count of the amount of MIDDLE CLASS or higher jobs within 3 miles of the stop? I betcha it's under a thousand. Lets be honest, everyone that hops on the commuter train is going to catch the MAX into downtown adding another 20 to 25 minutes to their commute. Does it really take, even in heavy traffic, one hour to one and a quarter hours to get from Wilsonville to downtown? Even by bus?

I've heard from some circles that the commuter rails is intended to one day connect to Salem and then Eugene with much faster travels on the 5 corridor. The trip up 217 is going to be the sticky spot just like the MAX in downtown.

[pdxstreetcar]

I've heard from some circles that the commuter rails is intended to one day connect to Salem and then Eugene with much faster travels on the 5 corridor. The trip up 217 is going to be the sticky spot just like the MAX in downtown.

I really think this makes more sense:
http://img.photobucket.com/albums/v628/pdxstreetcar/217.jpg
And then have Wilsonville and Salem served by commuter rail via existing tracks running thru Lake Oswego and Milwaukie to Portland. Transfers could then be made at Tualatin between '217 Corridor MAX' (MAX Red Line extension) and commuter rail.

[MarkDaMan]

Makes sense to me too streetcar, I'm not sure what TriMet was thinking in building the commuter rail up 217. I'd hate to see an embarrasing flop when it opens because of overly optimistic people pushing this through instead of a more expensive, but better serving the public interest, system.

[Chicago3rd]

^^Perhaps it is response to the folks pushing for the outter western freeway? Would be between Hillsbourgh and Beaverton...?

[MarkDaMan]

^^Perhaps it is response to the folks pushing for the outter western freeway? Would be between Hillsbourgh and Beaverton...?

never heard of this??? They are widening the 26 all the way into Hillsburrito but from what I've heard there isn't any plans for a new freeway. The only new freeway talk I've heard about is the Sunrise Corridor and I'm not sure where that is even supposed to go except that it would be in East Portland, Gresham, Clackamas area.

[pdxstreetcar]

Senator keeps commuter trains rolling
Federal funding for a proposed rail line between Beaverton and Wilsonville is secured, thanks to a phone call by Gordon Smith

Wednesday, August 03, 2005
RICHARD COLBY

BEAVERTON -- A friendly telephone call Sen. Gordon Smith, R-Ore., made to U.S. Secretary of Transportation Norman Mineta a few weeks ago looks like it will pay off for Wilsonville-Beaverton commuters in three to four years.

At a hastily arranged celebration and press conference Tuesday, Smith said he implored Mineta to shunt Washington County's long-planned commuter rail project past a recent federal rule change that threatened to kill the $103.5 million project.

Mineta, who months earlier toured the proposed rail route with local officials, called Smith back last week and said: "I did it."

The senator said Mineta convinced the Office of Management and Budget that the proposed Washington County rail line deserved $37 million in previously budgeted federal dollars, even if it didn't meet a tighter cost-per-rider rule that the office imposed in March.

The Wilsonville-Beaverton line's per-rider cost through 2020 is calculated at just less than $25, assuming the expected 3,000 riders a day show up. The budget office had lowered the bar from $25 to $20.

Without the crucial $37 million from the Federal Transit Administration in Mineta's department, however, construction couldn't proceed, TriMet officials said earlier. The Portland-area transit agency is managing the commuter line's construction.

Smith said that because the project's planning and previous local spending -- including $3.9 million from TriMet and $2.5 million from the county -- were more than five years along, it would be unfair for the federal government to withhold money the Bush administration had proposed for the line this year.

"It's about getting aboard before they pull up the ladder," Smith said of the budget office's change of heart. He said another transit project in Utah received a similar reprieve.

A majority of the Oregon rail project's total cost is allocated to TriMet. The rest is set to come from the county, state lottery funds and cities of Wilsonville, Tualatin, Tigard and Beaverton, some using grants from other federal agencies.

Mostly using freight tracks of Portland & Western Railroad, self-propelled diesel commuter cars would run every 30 minutes during rush hours from near Wilsonville's 2,700-home Villebois real estate development, now under construction, to the Beaverton Transit Center off Southwest Lombard Street and Canyon Road.

A new rail approach from the Portland & Western tracks near Lombard's intersection with Beaverton-Hillsdale Highway will be joined with a widened and realigned Lombard crossing Beaverton-Hillsdale, Southwest Broadway and Canyon. The terminus at the Beaverton Transit Center will parallel TriMet's light-rail tracks on the south.

Trips the entire distance are expected to take 37 minutes. The 14.7-mile line also will have stops in Tualatin and Tigard, along with one directly across Oregon 217 from the Washington Square shopping center. The latter stop will be connected to the shopping mall by a pedestrian bridge over 217.

With the funding authorization secured by Smith, construction probably will begin in 2007 and could be finished by late 2008, TriMet General Manager Fred Hansen said.

Hansen said the line's six self-propelled passenger cars will be ordered from Colorado Railcar of Fort Lupton, Colo., as soon as TriMet receives a funding contract from the transit administration.

Richard Colby: 503-294-5961; dickcolby@news.oregonian.com

[pdxstreetcar]

I think the Western Bypass was killed in the mid-1990s but I suppose it could resurface again.

The Western Bypass would have run from I-5 in Wilsonville to Hillsboro and 26. It would have been outside the Urban Growth Boundary and run in the vicinity of Cornelius Pass Rd. in the Orenco area.

[DubbaG]

I've heard from some circles that the commuter rails is intended to one day connect to Salem and then Eugene with much faster travels on the 5 corridor. The trip up 217 is going to be the sticky spot just like the MAX in downtown.

I really think this makes more sense:
http://img.photobucket.com/albums/v628/pdxstreetcar/217.jpg
And then have Wilsonville and Salem served by commuter rail via existing tracks running thru Lake Oswego and Milwaukie to Portland. Transfers could then be made at Tualatin between '217 Corridor MAX' (MAX Red Line extension) and commuter rail.
That's a nice map except that the commuter rail will not continue on to downtown. I'm not even sure if it will actually go to Beaverton TC, if you look on Google Earth, you'll see that the tracks are a third of a mile apart, or half a klick.

I'm almost done creating a layer of all the current and future MAX, Streetcar and CR lines on Google Earth, when I finish I'll post the file on here, but for now I'll just show you guys what I'm working on.

http://www.dubbadoo.com/random/PDX_LRT_01.jpg

http://www.dubbadoo.com/random/PDX_LRT_02.jpg

[pdxstreetcar]

They will be building a track in a rebuilt Lombard Street in Beaverton to connect the main line track to the Beaverton TC.

[DubbaG]

Great! That was my assumption when I drew the CR layer on Google Earth, it just goes up Lombard and curves into Beaverton TC.

You used to run NW Virtual Transit right? That was quite a helpful source for me.

Do you know what the CR will do down in Wilsonville? Will it extend out to Commerce Circle or just stay on the existing tracks?

[pdxstreetcar]

Actually that was pdxskyline who ran NW Virtual Transit although I too really liked the website.

I think CR will end on the north side of town and near I-5. I think it will mostly be a park'n'ride station but will stay on existing tracks.

[pdxskyline]

Great! That was my assumption when I drew the CR layer on Google Earth, it just goes up Lombard and curves into Beaverton TC.

Looks almost like the TriMet maps of it that I've seen. I haven't been able yet to dig up exact alignments though...

Do you know what the CR will do down in Wilsonville? Will it extend out to Commerce Circle or just stay on the existing tracks?

It'll go past Commerce Circle on existing tracks and stop at Boberg Road. That's just south of CC. Past the terminal station, they're going to build the yards. Boberg Road sation will become a transit center for Wilsonville's SMART bus.

And yup I ran NW Virtual Transit Center. Thanks for veiwing the site! I still own the space and domain for it. However, it needs a ton of new programming if I ever am going to resurrect it. If I can get some serious help in the form of a collaborative effort with managing, programming, and adding content, maybe it will come back. In its former form, managing it took forever, as it was solely HTML. I also could not really keep up with the changing aspects of the new lines planned. I'd really like to get out of the programming aspect of the site and get back to the content- making maps was my favorite part. I'd also love to cover the "dead freeways" of the NW as well.

Anyone interested?

[bvpcvm]

I'm almost done creating a layer of all the current and future MAX, Streetcar and CR lines on Google Earth

Ha ha... I wonder how many of us are sitting at home quietly adding the SOWA towers to Google Earth?
:haha:

[MSPtoMKE]

Dubba, are you gonna post a link to download the shapefile for Google Earth as an overlay? That would be super cool! I should learn how to do that!

[DubbaG]

That's the plan. I have a few touch-ups to do and I might add stations. In fact, yes I will add stations and it will be wonderful.

[pdxstreetcar]

Congressman DeFazio Secures Special Appropriation for Domestic Production of Portland Streetcar

7/28/05


CONGRESSMAN DEFAZIO SECURES SPECIAL APPROPRIATION
FOR DOMESTIC PRODUCTION OF PORTLAND STREETCAR
Oregon Iron Works Partners with the City to Meet National Demand

Congressman Peter DeFazio, with the assistance of Congresswoman Darlene Hooley and Congressman Earl Blumenauer, has secured a special appropriation of $4 million to foster the domestic production of streetcar vehicle similar to those used by Portland Streetcar.

"Congressman DeFazio is a nationally recognized leader in transportation issues," stated Commissioner Sam Adams who oversees the Office of Transportation and serves on the Portland Streetcar Board. "The congressional delegation’s support for streetcar production that will result in the creation of good, high-paying jobs that use cutting edge technology in Clackamas, Oregon, demonstrates their continued commitment to all Oregonians. We can all be proud of our congressional representatives for their support in creating smart transportation options for Portland and the nation."

The federal reauthorization bill known as TEA-21 is expected to pass the House tonight and is signed by the President shortly thereafter. The $4 million allocation funds the development of a prototype streetcar similar to the Portland Streetcar produced by Inekon from the Czech Republic. Manufacturing streetcars here in Clackamas will meet the "Buy America" requirements of the federal government.

John Carroll, chairman of the Portland Streetcar Inc. board has been working with Oregon Iron Works over the last several months to encourage the company to consider producing the prototype. "The Portland Streetcar system, although a mode of transportation, was built here in Portland to spur economic development along its alignment. By partnering with Oregon Iron Works to manufacture streetcars, we continue to advance the economic goals of Portland Streetcar, Inc."

Oregon Iron Works has expressed interest in producing the prototype car and have already met with Inekon officials.

"We at Oregon Iron Works, Inc. are extremely pleased and excited about the prospect of becoming the first domestic streetcar manufacturer in the United States," said Chandra Brown, Vice President, Oregon Iron Works, Inc., "especially because we believe this is a growing market and will help showcase the Portland region as the center of excellence for the Streetcar industry. We are excited about creating new manufacturing jobs and developing new domestic prototype technology here in Oregon, as opposed to the trend of manufacturing jobs being exported overseas. We are very grateful to Cong. Peter DeFazio for securing $4 million to help us launch this new industry for Oregon. We also appreciate the support of the entire Northwest Congressional delegation."

The funds are allocated to TriMet as the regional transit agency. TriMet has been a partner in the Portland Streetcar development and operation since its inception.
"TriMet is very excited about being a partner in a project that has the potential of bringing a new industry to the Portland region," Fred Hansen, General Manager of TriMet commented. "A streetcar manufacturing facility would have the dual benefits of providing family wage jobs and building an important element of the region's transportation system. The project will keep Portland on the map as being a leader in the transit industry."

Portland Streetcar has enjoyed enormous success in Portland. The project was recently awarded the Gold Award of the Rudy Bruner Foundation for the outstanding urban project in the US. The current line operates from Northwest Portland to RiverPlace with 7,800 riders per weekday and 6,400 Saturday riders. The economic development along the alignment now exceeds $2 billion, with over 5,300 new housing units built since it was announced in 1997. The success of the emerging South Waterfront District is anticipated with the opening of the next streetcar extension to this area in September 2006.

[DubbaG]

Oh man that is great news!!! I'm all for buying local products (beer mostly), why not locally manufactured transit vehicles? This is really a smart thing to be getting into. It will be funny in 10 years when we have the "old" Skodas running with the "new" Portland cars.

I hope the company will be called "DeFazio's Old Tyme Streetcar Co. Ltd."

[MitchE]

That's great news about the local streetcar construction. If the past is any indication, more US cities will be putting in streetcars and guess where they will be made? Maybe we have the makings of a new industry here.

Hey Dub, you're going to have to show me how to make those google layers.

And BTW, Christine thanks you for the mp3s.

[edgepdx]

Very cool, I hope this goes through. When my G.F. was in the Czech Republic last year they had a plaque in the town where the Inekon factory is dedicated to the sale of the street cars to Portland. Everyone there had heard of Portland and was very proud to sell the the first new street cars in the US here.

[pdxstreetcar]

A STREETCAR NAMED QUAGMIRE
Ritzy residences rail against possible streetcar extension.
BY BRANDON HARTLEY

bhartley at wweek.com

While the Portland Streetcar grinds toward South Waterfront, the line's potential further extension is generating "not in my backyard'' shouts from well-heeled residents along the Willamette River.

The NIMBYism alert ahead from wealthy homeowners comes as Metro enters the early stages of an 18-month study of transportation options between Portland and Lake Oswego.

Traffic projections on already-congested Highway 43 estimate an increase of up to 25 percent over the next two decades on the narrow, four-lane highway. One solution: a roughly seven-mile extension of the streetcar into downtown Lake Oswego, rumbling past palatial homes with values as high as $3 million in Riverwood, Dunthorpe and Briarwood.

Richard Brandman, Metro's transportation planning director, calls the idea "at the embryonic stage" and promises extensive public involvement. If the streetcar proposal survives Metro's study, construction on the rail option lies at least four years away, Brandman says.

But Charles Ormsby, a neighborhood activist in Briarwood, is worried now about extending the streetcar along the Willamette Shore Rail Line past cliffs and through a limited-access tunnel.

"There's three concerns: Solitude. Security. Safety," Ormsby says. "These are quiet neighborhoods. Plus, the drivers sit behind locked doors. What if something happens as these trains pass over the steep hills around Riverdale?"

Among his concerns: cop response time to muggers, crazies, terrorism, accidents, and potential earthquakes.

Briarwood homeowner William Gilmer says the streetcar "would do absolutely nothing for our neighborhood," both reducing property values and killing his plans to build a second house nearby.

In Riverwood, the line comes within 6 feet of several backyards, porches, living-room windows and one tennis court. Further down the line in Briarwood, it sits within a few dozen feet of houses.

An antique excursion trolley uses the line primarily from May through October, completing 20 two-hour round trips a week between Lake Oswego and Portland. The Portland Streetcar, which hits downtown stops every 13 minutes on weekdays, would pass by much more often every day of the year.

The streetcar extension isn't Metro's only option. Other ideas under consideration include a river transit service and a rapid bus line that could require pullouts or its own lane on Highway 43.

Dave Wiley, an area resident for over 50 years, isn't worried about the noise of increased rail traffic and recalls an era when freight trains once used the tracks. "One of them passed through here every morning at 5 am," Wiley says. "We learned to sleep through it."

http://www.wweek.com/story.php?story=6569

[pdxstreetcar]

^
This rail line has only been there for over 120 years. If you dont like living near a rail line, dont move near a rail line.


But Charles Ormsby, a neighborhood activist in Briarwood, is worried now about extending the streetcar along the Willamette Shore Rail Line past cliffs and through a limited-access tunnel.

"There's three concerns: Solitude. Security. Safety," Ormsby says. "These are quiet neighborhoods. Plus, the drivers sit behind locked doors. What if something happens as these trains pass over the steep hills around Riverdale?"

Among his concerns: cop response time to muggers, crazies, terrorism, accidents, and potential earthquakes.

What the hell is this guy smoking?

[edgepdx]

You know streetcars cause earthquakes. Eventually if we keep building streetcars it will cause the complete destruction of Portland in a massive earthquake. That is if the terrorists don't take Purple Line MAX from Pakistan first. Now where did I put my meds ....

[MarkDaMan]

I'm sorry, does this guy know something I don't know? They must be proposing a stop on the most hilly section of the line, where nothing but rip off lawyers and OHSU doctors live (avid transit riders, I know). That or this guy has no idea that our streetcars aren't like San Franciscos and you can't just jump off at your leisure into his backyard. Didn't he mention something about locked doors?

I know it sucks to live near a rail line, but I didn't build my multi-million dollar home next to it either.

[urbanlife]

I like the idea of making streetcars locally. I also think the streetcar idea needs to be mass produced in Portland, the entire east side of town should have a streetcar access.

[pdxstreetcar]

A Streetcar extension to the Hollywood district from the Lloyd district is under discussion at the next streetcar meeting.

Also in recent articles about the replacement of the Sellwood Bridge there has been mention of a streetcar over the sellwood bridge.

[DubbaG]

The Sellwood route is definitely a viable option. Since they're building a new bridge anyway, they might as well make room for streetcars.

If you find out the Hollywood route let me know so I can map it up!

[MarkDaMan]

Anyone heard about a Hawthorne line connecting with the Central Eastside route? I got in an argument with someone over the weekend because they swore it had already been mapped out, but when I asked for the source, they couldn't give me anything...just wondering if this guy was speaking out his arse or if it is something in the works.

[pdxstreetcar]

As far as I know the Hawthorne line is nothing past the idea stage. Its probably in the long term plans though. Last I heard was the Hawthorne business district envisioned a streetcar line down Hawthorne. If a line was to be built down Hawthorne it would have to at least make it down to 39th Ave if not further and probably then it would in addition to the 14-Hawthorne bus line and not a replacement. Also if the Hawthorne streetcar line happened there would be some question as to whether the line would cross the Hawthorne bridge into downtown or go over the proposed Caruthers Street MAX bridge.

[pdxstreetcar]

Could a Streetcar Free the Funds for Sellwood Bridge Replacement? - Sellwood Bee (August 2005) (http://www.readthebee.com/pages/568976/)

[pdxstreetcar]

Portland Streetcar Minutes: Aug 2005 (http://www.portlandstreetcar.org/cgi-local/journal.cgi?folder=journal&next=47)

Hollywood District Streetcar Line under discussion

Possible conversion of SE Grand Ave to 2-way street (SE 7th would be the new northbound street). Eastside Streetcar line would possibly operate 2-way on Grand.

Funding for the extension of the Streetcar to Lowell Ave. (in South Waterfront) is underway with 85% of the funding identified. Question over how the South Waterfront streetcar loop will connect back into the existing trackage with the Zidell barge factory and Tram Station on Gibbs.
Also under discussion is the return route from Lowell on Bond as to where the alignment will return to Moody to continue northbound.
Project staff has recommended SW Gibbs, but conflicts have arisen with the tram landing area. Work will continue to reach a resolution. TriMet has agreed to fund their portion of operations to Lowell.
The portion of track between SW Gibbs and SW River Parkway will remain single track until Zidell Company chooses to relocate.

Streetcars have begun testing on the new track to Gibbs.

[urbanlife]

I love seeing the streetcar take off ten-fold. We are going to have one hell of a transit city. I can see these streetcars being packed with people who have opted not to drive to get around town.

[edgepdx]

I'd love to see a streetcar down the NE/SE 42nd/41st/39th coridor between SE Hawthorne, Hollywood and NE Freemont. That whole axis of the city always seemed to need some sort of structured transit. You could meet up with the MAX or the future Hawthorne or Broadway streetcars, just imagine.

[pdxstreetcar]

LRT on Transit Mall construction timeline:
-Final Design: Oct 2005 to Sep 2006
-Private Utility Location: Jan 2006 to Dec 2006
-Buses Move Off the Mall: Jan 2007
-Public Utility Location: Sep 2006 to Feb 2008
-Construction: Jan 2007 to Nov 2008
-Buses Move Back to the Mall: Spring 2009
-LRT on Mall (and I-205) Opens: Sep 2009

By the way, September is MAX month: Banfield MAX opened September 1986, Westside MAX opened September 1998, Airport MAX opened September 2001, Interstate MAX was supposed to open September 2004 but was moved up to May 2004.

It appears that the old firehouse at Glisan & 3rd and the RR Signal Tower at Hoyt & 4th will be demolished for the light rail tracks.

There will be a gated crossing on the west approach to the Steel Bridge so the trains can cross from the center of the bridge roadway to the north side of the bridge (along the railroad tracks by Union Station).

[cab]

THose are both great looking buildings. I have to say with the added auto lane down the transit mall and these building getting trash, I really feel this projects negatives outweigh the positives. With the crisscrossing tracks and buses and the loss of pedestrian space its going to be a huge disaster. We can do better then this.

[pdxstreetcar]

^
I agree completely

I wonder what rail transit experts not involved with the project feel about the criss crossing tracks, I doubt they think they are a good idea

[Brandon716]

Maybe its slower because its sharing commuter traffic with commercial freight? Are they building it to be a multi-lane traffic rail or will it be a single rail line shared between both directions? If so, that would increase travel time to the 37 minutes or more.

Of course when factoring in that commuter rail isn't like light rail in that the trains tend to stay stopped for longer intervals, that also explains a lot.

The official webpage says it is going to be 27 minutes, so maybe 37 is a typo?

[pdxskyline]

I don't know about how effective criss-crossing tracks are versus how throughput-crippling they are. The only example I can thin of is in Los Angeles on the Blue Line there. There's a section in Long Beach where the tracks cross because of the one-way grid. Seems to work fine for them, but that's only a one-line alignment. The same could be said for the Portland Streetcar...

The Portland Transit Mall section, once the full extensions will be built out, will have, at the mos optomistic of my projections, three MAX lines on it. There'd be two cross overs at each end (One at Union Station in the north, another near PSU at Lincoln Street in the south for the Milwaukie extension, and another south of PSU if the Barbur Blvd. line is ever built).

They should have done a subway. Its too bad that the money isn't there to do such a thing, but I think a subway downtown is going to be needed much sooner than 50 years from now as Fred Hansen claims. Ever see a train during rush hour on the current MAX alignments??? Libertarians and anti-transit conservatives obviously have never seen the trains when they say nobody uses the MAX.

[Brandon716]

Many of us will never understand anti-transit advocates. The amount of money invested into what the interstates alone in Portland have become are in the many billions upon billions of dollars since they were created in the 1950's.

If Libertarians and certain conservatives are against basic infrastructure, they should be against riding on the interstates as much as sitting on a MAX train.

But aside from that, its great that Portland is a city building suburb-to-suburb rail. You can't control the fact that suburbs exist and people want a single family home, what you can do is control quality. And it sounds like Portland sprawl will be of far higher quality then the average city.

Sounds like Portland is going to have Canadian-style sprawl akin to Toronto or Vancouver in the commuter corridor.

Now just hope the powers at be are planning a few highrise condos and apartments show up at each station with retail all over. ;)

I've not been reading details, are there plans to build a transit-accessible and car friendly mall/shopping center around any of these stops? Housing developments in the works?

[pdxstreetcar]

^
Not really, there has been some talk of density along the route but the reality is there wont be much of this development since there would only be a few trains a day. However Metro (the regional govt in charge of regional planning) has their Regional Centers and Town Centers planning strategy (http://www.metro-region.org/article.cfm?articleid=12285) to concentrate development in existing suburban downtowns, already established regional centers (like major shopping malls) and at transit & highway crossroads. Washington Square Mall will have a station but will be a bit of a distance from the rail line (and on the other side of a freeway).

Re: MAX subway:
I really wanted to see a subway and sent an email to TriMet in support of it but I've been thinking about it and there are a lot of questions and options, suppose a subway does get built, what route would likely be chosen? I am assuming that they would only build one downtown subway line due to cost and disruption. Would it follow the transit mall or the existing "Cross-Mall" MAX alignment through Old Town, Skidmore District, PGE Park area? The transit mall subway alignment would make sense being that that is the main core of downtown but the cross mall route connects with the streetcar downtown and serves PGE Park which are definately important destinations on a MAX line. How might the Westside line connect in if there was the Transit Mall subway alignment, via Jefferson or similar to now going north on SW 18th to Morrison or Yamhill? Also would the subway start on the west side of the river or the east side by the Lloyd or Rose Quarter?

I am wondering if a downtown subway is intended to be built sort of as a "grand finale" for the MAX system after all the other MAX lines are built. That time there will be no question on the need for a subway because of traffic and congestion with the many lines running into downtown. Also perhaps they are holding off until building more lines out to the suburbs because of fear that huge problems will arise in building a subway which would prevent future lines from being built because of cost over-runs and construction delays similar to what happened in LA building the subway and now it is almost impossible for LA to build another mile of heavy rail subway.

[Tim the Enchanter]

Record-high diesel prices affect TriMet's budget & fares

TriMet continues to fight rising fuel costs by improving mileage on buses, maximizing service efficiency and conserving resources. Thanks to our skilled mechanics and operators, TriMet's bus fleet is now believed to be the most fuel-efficient in the nation.

TriMet buys 6.5 million gallons of diesel every year. For every 15-cent increase in diesel, it costs TriMet an additional $1 million. Since July 2005, we're averaging about $0.60 a gallon over the budgeted figure of $1.50 per gallon. This price is lower than what you pay at the pump because TriMet pays no taxes on diesel and gets a price break for buying in bulk. But these record-high prices have created a budget gap of more than $4 million just since July.

We're taking several steps to mitigate these increases:

* We're creating a corrective action plan that will more quickly respond to rising prices—including, but not limited to, fare increases. Fares pay for about 25 percent of the operating cost of a ride.
* TriMet will continue to operate its service more efficiently to reduce diesel use. Efficiency efforts over the past two years have cut diesel consumption by 500,000 gallons.

The TriMet board will adopt a Diesel Cost Response Policy at its September 28 meeting, and will consider a fare increase of 10 or 15 cents at its October 12 and 26 meetings. A fare increase would take effect on either December 1, 2005, or January 1, 2006.

http://www.trimet.org/promotions/diesel.htm

[pdxstreetcar]

I-205 light rail heads to next stop: Buying land
Transit The extension to Clackamas Town Center is on track to open in September 2009

Monday, November 14, 2005
STEVE MAYES

The Interstate 205 light-rail extension south to Clackamas Town Center is moving from lines on paper to tracks on the ground.

TriMet will start buying land this month for park-and-ride stations along the 6.5-mile route south from the Gateway transit center. Most of the land needed for the tracks, which parallel the freeway, was set aside decades ago.

The federal government, which is supplying 60 percent of the money to build the line, gave the green light to property acquisition last month.

TriMet expects federal approval of a final design next year and to open the Green Line on schedule in September 2009, said Elizabeth Davidson, a spokeswoman for the transit agency.

"The big hurdle for us has been the federal (approval) process," Davidson said. "We're really happy with this project."

The I-205 project coincides with the rebuilding of the downtown Portland transit mall, at a combined cost of $557 million.

Over the next 12 months, Tri-Met will buy 33 parcels for park-and-ride lots. More than half the properties are at the Johnson Creek Boulevard interchange near what will be the Fuller Road light-rail station and park-and-ride. The purchase of the homes and rental properties will require several households to relocate.

Most of the Green Line's park-and-ride spaces will be in Clackamas County -- 630 spaces at the Fuller Road station and 750 spaces in a parking garage at Clackamas Town Center. The mall's transit center will be on the ground level of the garage.

Clackamas County officials hope the new transit service will spur additional development along Southeast 82nd Avenue. Part of the Clackamas County portion of the light-rail line borders a neighborhood that for years has battled crime and drugs.

The county plans to include the area in a new urban renewal district, which could add affordable housing and fight the blight along 82nd Avenue. Some developers already have homed in on the area.

Reliance Development, a Portland firm, plans a 276-unit condominium project north of the mall. Land south of the Town Center station is zoned for high-rise office buildings, said John Rist, Clackamas County's light-rail project manager.

Rist said he expects that light rail will stimulate developers' interest in the site.

TriMet expects the Green Line to carry at least 33,000 riders daily by 2025.

The Clackamas park-and-rides will attract residents from Happy Valley and the sprawl of new subdivisions east of I-205, Rist said. The line also will be within walking distance of low-income neighborhoods and apartment projects west of the freeway.

The mall will be a major destination for southbound passengers. Commuters headed to downtown Portland -- a 38-minute trip -- will have an appealing alternative to the rising costs of gas and parking, Rist said.

"I think once it opens, it's going to be at capacity pretty darn soon," Rist said.

Steve Mayes: 503-294-5916; stevemayes@news.oregonian.com

http://www.oregonlive.com/news/oregonian/index.ssf?/base/news/113193871078390.xml&coll=7

[DubbaG]

I know I said I'd post this a long time ago, so here it finally is.

Here's what I've done. It's all the current rail and streetcar lines and my estimates on the alignments of future lines.

CLICK HERE TO DOWNLOAD GOOGLE EARTH KML FILE (http://www.dubbadoo.com/cities/keyhole/PDXRail.kml)


http://www.dubbadoo.com/cities/keyhole/PDXRail.jpg

[bvpcvm]

I-205 light rail heads to next stop: Buying land
Transit The extension to Clackamas Town Center is on track to open in September 2009

Last night, out of sheer, utter boredom (wife's in school, friends busy) I read the minutes from the last citizen's advisory committee for the I-205 line. If you need a sleeping aid, try this. It's not nicely summarized like the minutes for the streetcar. Basically, the only thing interesting - actually, I hesitate to call it interesting - was that basically TriMet is done with its part (for now), and until just about next summer nothing much will happen while the FTA reviews the EIS.

[pdxstreetcar]

Streetcar's route in South Waterfront is tight fit
Development - The extension isn't paid for, but the plan meshes with the tram and bicycle lanes

Wednesday, November 30, 2005
FRED LEESON

Squeezed in places by a bike lane and the aerial tram, the Portland Streetcar now has a route for its next extension in the South Waterfront district -- but no budget or target opening date.

Full Article (http://www.oregonlive.com/portland/oregonian/index.ssf?/base/portland_news/1133319312297940.xml&coll=7)

[pdxstreetcar]

Latest on Washington County Commuter Rail:
As of late November 2005, the design work was 75% complete

Construction is scheduled to begin in mid-2006
Operation is scheduled to begin in Fall 2008 (probably Sept since TriMet likes to open new lines in Sept)

5 DMU(diesel multiple unit) rail cars have been purchased from Colorado Railcar, 3 of which will be powered, the other 2 will be unpowered "dummy" cars which couple onto the powered cars

A request for $59 million has been submited to the FTA awaiting a positive response which is very likely now.

http://www.coloradorailcar.com/images/Oragon-WashingtonCty.jpg

[designpdx]

This is good news. I can't wait to see the line operational.

[PacificNW]

I like the look!

[PacificNW]

I wonder if Tri-Met is exploring their options for eastside heavy/communter rail. The Union Pacific tracks run along the side of light rail and I-84. I could see a huge transit center with office/commerical/residential development out by Troutdale. 2 stops: Troutdale-Portland and returning Portland-Troutdale twice a day.:yes:

[pdxstreetcar]

I haven't heard anything about that route but there has been some talk about a commuter rail line from Milwaukie across the Willamette thru Lake Oswego to Tigard and connecting in with the Wash County Commuter Rail. also I've heard of even continuing that route all the way to McMinnville.

A few years ago there was a proposal for a commuter rail from North of Vancouver, WA thru Portland to Canby via Milwaukie and Oregon City but the proposed South Corridor MAX lines were found to be a better solution.

[pdxstreetcar]

Just a first version... its needs some work still like the UGB and darker lines
http://static.flickr.com/42/83031536_f3707dfab4_b.jpg
Portland Rail Transit Map (by Mode)

[MSPtoMKE]

Cool! Have you thought of including stations as well?

[pdxstreetcar]

yeah, i'll try to make a route map also

[PacificNW]

Regarding putting light rail on the downtown transit mall: I have checked out Tri-Mets site and plans BUT I have a question to ponder. First I, too, am concerned about the buses and trains interweaving throughout the length of 5th and 6th avenue's. Question: Was there ever a plan to narrow the sidewalks slightly and put 2 way traffic on both avenue's. Therefore the MAX tracks would be placed on the right for boarding and deboarding. The other lane would be heading in the other direction allowing the buses to do the same thing. Traffic would move quicker and more safely plus I think it would help the retail located on the ave's.

[bvpcvm]

Regarding putting light rail on the downtown transit mall: I have checked out Tri-Mets site and plans BUT I have a question to ponder. First I, too, am concerned about the buses and trains interweaving throughout the length of 5th and 6th avenue's. Question: Was there ever a plan to narrow the sidewalks slightly and put 2 way traffic on both avenue's. Therefore the MAX tracks would be placed on the right for boarding and deboarding. The other lane would be heading in the other direction allowing the buses to do the same thing. Traffic would move quicker and more safely plus I think it would help the retail located on the ave's.

You mean MAX on one street, buses on the other?

[PacificNW]

Naw, each avenue would become two way...BUT I may like your idea even better.

[pdxstreetcar]

The latest issue of the Portland Tribune has this very topic of weaving rail lines and 4-5 travel modes sharing the narrow corridor...

Collision Course (http://www.portlandtribune.com/archview.cgi?id=33432)
Portland Tribune
Jan 13, 2005

[cab]

Forcing the Auto lane is causing the problems. Without it MAX could run on the Right, buses on the left, no problem. I hate to say it but this is going to be a major disaster for transit in the region.

[pdxtraveler]

The Tribune article is just another anti-downtown thing. They have to do another alignment for light rail. They can not run all the trains on the existing alignment, it is already full. So the logical alternative is the bus mall. Granted I would have preferred subway, but that was not on the list, they could never get that kind of money approved anyway.

Another reason for the bus mall rail is service to PSU, the single largest source of downtown transit trips. This article makes it sound like there is a general consensus against the bus mall rail within the downtown community, I don't think that is true.

I will say that I have raised my eyebrows over the weaving though.

[cab]

The business arguement for the extra lane is so shallow I wonder why Trimet bent over for it so quickly. Be interesting to see the cost diffence between the Autolane option vs non-auto lane option. I know for sure that the non-auto lane option would be visually more appealing and much more efficient for transit.

[MarkDaMan]

I found this really interesting!

Transit mall funding breakdown
Total Cost Approx. $163 million
$96 mil from the FTA
$17 mil from DT "local improvement" business tax
$10 mil from PDC
$ 6 mil from TriMet
$ 5 mil from Metro

TriMet did an awesome job with spreading the funding around IMO!

[pdxstreetcar]

actually i'm happy that they wrote about the concerns with the transit mall alignment, i found it to be a decent concern and not bias... i want people to really think about the alignment because i have been very concerned about it for some time, hopefully a rail expert will say that it will work out fine, i just hope there is some discussion to make sure it is the right alignment and wont hurt light rail in the long run.

i think the alternative would have been to keep the transit mall much like it is now but putting the light rail in the middle land which would have its stations where the auto lane would periodically end (where the existing widened sidewalks are), that way the buses would primarily use the right lane but have the option to use the middle light rail lane for overtaking.

[MarkDaMan]

i think the alternative would have been to keep the transit mall much like it is now but putting the light rail in the middle land which would have its stations where the auto lane would periodically end (where the existing widened sidewalks are), that way the buses would primarily use the right lane but have the option to use the middle light rail lane for overtaking.

That is exactly what I was thinking. If they are only going to have a stop every 4 blocks, why not three blocks of car lane, one block the car lane will be the MAX station. I don't think you can go further than 2 or 3 blocks currently on 5th or 6th so this would still be an improvement and keep the trains running a bit faster.

[pdxstreetcar]

^
and they wouldnt need to completely rebuild the entire mall

[Justin Stranzl]

I found this really interesting!

Transit mall funding breakdown
Total Cost Approx. $163 million
$96 mil from the FTA
$17 mil from DT "local improvement" business tax
$10 mil from PDC
$ 6 mil from TriMet
$ 5 mil from Metro

TriMet did an awesome job with spreading the funding around IMO!

But that only adds up to $134 million. That leaves $29 million unaccounted for.

[bvpcvm]

i want people to really think about the alignment because i have been very concerned about it for some time, hopefully a rail expert will say that it will work out fine, i just hope there is some discussion to make sure it is the right alignment and wont hurt light rail in the long run.

Hmm, maybe TriMet's SECRET PLAN is to create something so ridiculous (and accident-prone) that the public CRIES OUT for a subway! (Highly unlikely, I know - but we can dream, right?) Didn't Houston (!) finally decide to build their next line through downtown elevated, due to the high accident rate?

[pdxstreetcar]

over at portlandarchitecture.com there was a post by "Bob R." who attended the latest Portland Mall citizens advisory committee meeting and reported that they are looking to cut costs on the new mall including: fewer shelters at stations, traffic signals not suspended by steel arms but rather suspended by wires between buildings, eliminating brick, fewer ticket machines and eliminating the existing halprin designed bus shelters and replacing them with open sided shelters (in other words just a basic roof).

the more i hear about this "revitalized" mall the more i feel it will hurt downtown, light rail and TriMet. do it right or dont do it at all. this will not be an improvement over what we have but a defacement of what we have.

[MarkDaMan]

WOOOOOHOOOO BushCo didn't screw us! Does this mean we will see construction by this fall?

Metro rail projects hit funding fast track
Transit - The president's budget includes $393 million for an I-205 MAX line and a westside commuter rail
Wednesday, February 08, 2006
JAMES MAYER
The Oregonian

The federal government has approved a $557 million expansion of Portland's light rail south to Clackamas Town Center plus a spur down the transit mall to Portland State University.

U.S. Secretary of Transportation Norm Mineta announced funding for five new transit projects nationwide Tuesday, two of which are in Oregon. The second is a $117 million Beaverton-to-Wilsonville commuter rail line in Washington County.

The federal government would pick up about 60 percent of the cost for the light-rail project and half of the commuter rail, with state and local governments picking up the rest.

The projects are not done deals, but they are close. The project funding needs congressional approval, which appears almost certain. And they must get through intense contract negotiations before construction begins.

"It is a very big deal, very exciting," said Olivia Clark, executive director of governmental affairs for TriMet.

President Bush's budget released Monday included $1.5 billion for transit projects, but gave no specifics. These were included in the report released Tuesday by Mineta. The other three new projects are in Denver, Dallas and Salt Lake City. The report also proposes money for existing projects in 25 other cities.

"As a nation choked with congestion, we must turn to transit as one way to make it easier and faster to get to work, relieve crowded roads, and keep our economy moving," Mineta said. "An investment in transit is an investment in fighting congestion."

The announcement is "very good news for the region," said Metro Councilor Rex Burkholder, who leads a regional committee that makes transportation decisions. The announcement is particularly welcome, Burkholder said, in light of the administration's tepid enthusiasm for transit in the past.

"It's a very important landmark," said U.S. Rep. Earl Blumenauer, D-Ore. "I think it represents the continuation of 30 years of work here."

Blumenauer, who has been a key rail booster for decades, said the region's success with rail has spawned a lot of competition among cities for federal money, even in places that once hated the idea.

"I've been in Houston and Denver and Salt Lake when light rail wasn't controversial; it was poisonous," he said. "Now, they are onboard."

Specifically for Oregon, the Federal Transit Administration will contribute $59 million for the $117 million Washington County commuter rail project, and $334 million for the $557 million I-205 light-rail line. In fiscal year 2007, the federal government would spend $27.6 million on the commuter rail and $80 million on the light-rail project.

Both projects are in the final design phase.

The 14.7-mile Washington County commuter rail would run on mostly existing freight tracks between Wilsonville and the Beaverton Transit Center. Self-propelled diesel cars would run every 30 minutes with five stops. Officials expect 3,000 riders a day.

Federal officials said the commuter rail project rose to the top because it serves a rapidly growing suburban area, connects to the existing light-rail system, enhances good land-use polices and has a strong financial plan.

The I-205 light-rail line connects to the existing MAX system in two places. The first is a 6.5-mile line that runs parallel to I-205, connecting Clackamas Town Center with the Gateway Transit Center. The second segment is a 1.8-mile extension which would begin at the Rose Quarter Transit Center and end at PSU. The line would run along the downtown bus mall on Fifth and Sixth avenues.

Clackamas County has waited a long time for light rail, and county Commissioner Bill Kennemer said it is badly needed.

"Increasingly, urban growth is going to be sent to Clackamas County because of the dynamics of land use in the area," Kennemer said.

"If we're going to begin to manage it, we need major transit coming in our direction. This is the first installment."

James Mayer: 503-294-4109; jimmayer@news.oregonian.com

[pdxstreetcar]

I think I heard that commuter rail construction starts around summer of this year and I-205/Mall construction starts Jan 2007 but these schedules were announced before this latest funding.

Anyhow this is great news

[CouvScott]

To help you track the inflow of ideas, PDXStreetcar


Panel OKs $1.9 Million Mass Transit Study

Wednesday, February 8, 2006
By THOMAS RYLL, Columbian staff writer

With little discussion, area transportation leaders voted unanimously Tuesday evening to forge ahead with a $1.9 million, two-year study of high-capacity transit options for Clark County.

While cynics will see the plan as a barely disguised scheme to rekindle the hopes for light rail here, the study will examine at least three types of systems light rail, trolley and bus rapid transit and where they might go, said Dean Lookingbill, Southwest Washington Regional Transportation Council director. "We are going to look across all of these modes," he said.

A 2002 bistate effort called the I-5 Transportation and Trade Partnership Study recommended a high-capacity transit loop along Interstate 5, state Highway 500 and Interstate 205. In early 2003 and again in 2004, the transportation council asked for federal money to study the idea. It was not approved until 2005.

There was little to go over Tuesday, as the federal portion just shy of $1.5 million was earmarked in 2005 and is still available.

Still to be determined is how the council will pay for the $372,000 local match required as a condition of the federal money.

"I think we need to move ahead with this," said Vancouver Mayor Royce Pollard, who called Lookingbill's summary of the issue "an excellent piece of paper."

The lone question was posed by Clark County Commissioner Steve Stuart, who wanted to know about the opportunity for public input into the study. Lookingbill said that would be "a major piece" of the work.

Although the study money is earmarked as the "I-5/I-205/SR-500 Transit Loop," that apparently is not a foregone conclusion; other corridors, such as Mill Plain Boulevard, would also be examined, Lookingbill said.

Voters in 1995 soundly defeated a proposal for a sales and motor vehicle excise tax increase to pay for an extension of TriMet's MAX system across the Columbia River. Today, the MAX Yellow Line ends at the Expo Center, a mile south of Vancouver.

While the system's northward progress stalled there, MAX has seen constant expansion since 1995, including the Red Line to Portland International Airport, thereby bringing tracks to a couple miles south of Washington in the I-205 corridor.

Much more is in store for MAX: President Bush's new budget request includes more than $107 million for light-rail projects in the Portland area, including $80 million for an 8-mile extension along I-205 south of Portland, and $27.6 million for a 14.7-mile commuter line in the Wilsonville-Beaverton corridor in Washington County.

Tuesday's move by the transportation council authorizes Lookingbill to secure the federal grant, and is one of the earliest in what would have to be a years-long series of steps leading to some type of high-capacity transit plan.

There are many questions to be answered. And light rail is not necessarily the answer for Clark County, Lookingbill said, adding, "There are some new ways of looking at this."

[MitchE]

It's starting to get real folks! This is what downtown bus service is going to look like for the next 2-3 years.

THE DOWNTOWN BUS SERVICE RELOCATION PLAN

Option 1
This option would move 21 lines to 3rd and 4th avenues, the closest pair of streets to the Portland Mall. Eight bus lines would move to Columbia and Jefferson streets to improve east-west bus service downtown. Some may remain there when the Mall reopens in 2009.


3rd and 4th avenues: lines 1, 4, 8, 9, 10, 12, 14, 16, 17, 19, 31, 32, 33, 35, 36, 40, 44, 54, 56, 94, 99
Columbia and Jefferson streets: lines 6, 38, 43, 45, 55, 58, 68, 92, 95, 96
Unchanged: lines 15, 18, 20, 41, 51, 63

Pro: This option would most closely mirror current downtown bus service.
Con: Travel times likely would increase due to traffic congestion.

Option 2
This option maintains the same level of service but spreads it over three pairs of streets: 3rd and 4th, 10th and 11th and Columbia and Jefferson.


3rd and 4th avenues: lines 4, 8, 9, 12, 14, 16, 17, 19, 31, 32, 33, 54, 56, 94, 99
10th and 11th avenues: lines 1, 10, 35, 36, 40, 44
Columbia and Jefferson streets: same as Option 1
Unchanged: same as Option 1

Pro: This option would provide more connections to Portland Streetcar by using its stops and shelters, and would decrease the number of buses on 3rd and 4th avenues.
Con: Travel times likely would increase for riders on some bus lines due to increased distance. Riders who are accustomed to one main bus corridor downtown could be confused at first. Transfers between some bus lines might be more challenging. Also, residents have raised concerns about adding buses to the already congested Pearl District.

Shelters and amenities
Bus shelters will be added at stops wherever sidewalk space allows—most likely three or four blocks apart. All stops will be accessible, with easy-to-read signs.

Parking and loading
Some on-street parking will be reduced to make room for bus stops. Some loading zones may be relocated, but will not be lost.

http://www.trimet.org/promotions/images/busrelocationmaplarge.gif

Tri-met wants your feedback:
Email busplan@trimet.org

[pdxstreetcar]

I wonder if there are any plans for at least one dedicated bus lane in each direction on 3rd & 4th aves (or 10th/11th)? seattle has pretty much dedicated all of 3rd Ave to buses for the tunnel reconstruction project


I have been skeptical that the vancouver LRT loop will be built although hasn't there been a positive shift of opinion in vancouver regarding LRT in the last 10 years making this project more likely? Maybe this is the plan but I could see the yellow line running across the columbia near I-5 into downtown vancouver, then north, then along 520 to vancouver mall then south along 205 across the columbia and into portland international airport. In addition have a second line from downtown portland via the banfield and gateway TC run north along I-205 across the columbia and ending at the vancouver mall.


One might notice construction around the streetcar barn in the Pearl, they are doing some upgrades for 3 new cars arriving this summer by building a turntable, storage track on 15th ave. and new switches.
more info (http://www.portlandstreetcar.org/cgi-local/journal.cgi?folder=journal&next=49)

[CouvScott]

[QUOTE=pdxstreetcar]I have been skeptical that the vancouver LRT loop will be built although hasn't there been a positive shift of opinion in vancouver regarding LRT in the last 10 years making this project more likely? Maybe this is the plan but I could see the yellow line running across the columbia near I-5 into downtown vancouver, then north, then along 520 to vancouver mall then south along 205 across the columbia and into portland international airport. In addition have a second line from downtown portland via the banfield and gateway TC run north along I-205 across the columbia and ending at the vancouver mall.

I think Vancouver's mind set is growing up these days. Back then (in 93 or 94, I forget the exact date of the vote), the county commissioners set up the initiative as a super-majority, meaning that 60% of voters needed to approve light rail. It actually had a simple majority of 59% when it went down. I'm not sure the (county) commissioners will have such control over the vote now that the entire line will be within the city limits of Vancouver. Royce Pollard has always been pro-light rail.

[edgepdx]

I'd imagine it would pass now. The traffic is much worse than when the first vote happened and the red and yellow line get pretty close to the river already. However Vancouver does seem to attract the people who don't like planning and taxes, so it's probably far from a slam dunk.

[pdxstreetcar]

Theres a big front page article in the Portland Tribune about a last minute effort to redesign or halt the transit mall project from downtown business owners, bus drivers, transit planners and transit activists who fear the project will be a huge mistake...

Transit mall plan draws mix of foes (http://www.portlandtribune.com/archview.cgi?id=33871)
A plan to mix vehicles, light rail and buses on the downtown transit mall has critics worried about congestion, safety and efficiency. They plan to present an alternative Monday at City Hall

As someone who also feels the Transit Mall project is headed in the wrong direction I am glad to see this last minute push and hope they will be successful.

[edgepdx]

I guess I have to agree. I'm not understanding this big push to put the MAX on the bus mall. What's so wrong with the bus mall that it needs an expensive redesign. I can think of many other projects more in need of money than a bus mall redesign.

[pdxstreetcar]

its largely the downtown business community that wants a continuous auto lane on the mall. they saw the federal funds associated with I-205 MAX and tried to use those funds to redesign the mall. LRT on the mall is also an important part of the regional transit system if MAX is extended to Milwaukie. but i'm not against LRT on the mall, I'm against the configuration with weaving trains and buses plus the narrow street right-of-way that is supposed to handle light rail trains, many bus lines, wide downtown sidewalks and an auto lane.

[MarkDaMan]

not sure if this has been posted here yet, but this is the simulated video of the MAX train weaving in and out on the transit mall. In the first 10 seconds you can see how easy it will be to get smacked by the train.

http://www.trimet.org/portlandmall/video/malldesignright_high.mov

The clarity of the mall is amazing, it looks just like downtown!

[pdxstreetcar]

theres a huge discussion on the mall at www.portlandtransport.com

[pdxtraveler]

I'm not understanding this big push to put the MAX on the bus mall. What's so wrong with the bus mall that it needs an expensive redesign
The reason for putting MAX on the bus mall is that the existing MAX is at capacity. They have to put the Clackamas trains somewhere. So most of this arguement comes down to the logistics of the mall (allowing cars, weaving trains,etc.)

[pdxstreetcar]

the slow steel bridge is also at capacity yet the Mall MAX still must use it

jim howell a long time outspoken transit advocate wrote a letter to the oregonian, he suggests rehabbing the mall for buses and using the money to extend the yellow line to hayden island/jantzen beach which is a better terminus until (and if) vancouver, wa happens...
Don't add light rail downtown (http://www.oregonlive.com/letters/oregonian/index.ssf?/base/editorial/113987671122040.xml&coll=7&thispage=2)

[brandonpdx]

I know it's not going to happen, but I wish they'd take the money and start building the subway that they will build someday.

[MarkDaMan]

the slow steel bridge is also at capacity yet the Mall MAX still must use it

I can't find the article right now, but I read somewhere that the Steel Bridge could actually accomidate faster trains at some point in the future. I guess there is some sort of disconnect between the wires and track that lift, and the rest of the span. I remember the fix costing in the millions but from what I remember it was supposed to be fixed during the Clackamas expansion, which would allow trains to travel at a faster speed, and therefore there wouldn't be a need for a new bridge as the short area of track all lines would use would be able to accomidate the traffic with the increased speeds and absence of any stops.

[Justin Stranzl]

I understand people's concerns, but why are they only being voiced now? Yes, the federal funds just happened, but this has been in the works for years and nobody voiced any opposition as TriMet asked for input. Why is Katz ripping this now, when the idea was developed on her watch? This redevelopment didn't come about overnight, and it's way too late for people to literally ask TriMet and the city to go back to the drawing board.

[MarkDaMan]

I was shocked by the Tribs piece on the mall and Katz comments. I agree, the time to voice concern was a year or two ago. This isn't new to anyone. But Katz attacking her own plan and then blaming it on lack of info from TriMet, please lady, you've never bowed in to pressure before!

[pdxstreetcar]

I know it's not going to happen, but I wish they'd take the money and start building the subway that they will build someday.

youre not alone in wishing that would happen, I too would like to see it

my guess as to why they are holding off on the subway is that if they build one it would have to run from the Lloyd Center, under the Willamette River, all under downtown to PSU and a little branch around City Hall west to Goose Hollow & west hills tunnel, which would be a huge and expensive project. i dont think building a subway just under downtown will work because they will have to find a place to surface the subway around union station and then have it cross over the slow and congested steel bridge. they will want to have the subway go under the river which then complicates things tremendously since now it has to go deep under the river and then since the terrain by the Rose & Lloyd District is on a hill, the subway then has to rise from all the way under the river to the surface at the top of the hill by lloyd district (which also continues to slope upward) meaning it probably wont be able to surface likely until around where the Lloyd center is. then there has to be a junction and small tunnel and portal for the interstate line to connect into the blue/red lines by the rose quarter. And then theres the other junction and small tunnel from city hall out of the subway to connect into the existing west hills tunnel. now were talking 3-4 miles of complex tunneling probably at upwards of $500 million a mile

[cab]

And what could people do? The choice to put the auto lane down the entire mall was political. During the public meetups the lane was off limits. It HAD to be in the project, not for efficencies or planning but for politics. Trimet themselves said they could do nothing about it. The business communities contribution to the project, an expensive forced auto lane. The added lane is what is forcing this bizarre configuration. Remove the lane and the rail line runs down the left side buses on the right and everything works fine.

[MitchE]

I've posted this before but here's Tri-met's official response to why they aren't considering a subway:

from:
http://www.trimet.org/portlandmall/p...a_11-27-03.pdf

"A Subway alignment was not advanced because the Downtown Light Rail Systems Analysis (TriMet and Metro: December 2002), indicated that the Portland Mall and existing Cross-Mall light rail alignments provide sufficient capacity until approximately 2040. In addition, preliminary estimates show that improved cross-mall subway travel time (11 minute improvement over the existing surface Cross-Mall) and the resultant ridership increases through downtown are not sufficient to offset the estimated $1.3 billion (current year dollars) price tag. Subways have been studied off and on ever since the 1972 Downtown Plan and every group that has considered subway has recommended light rail remain on the surface on Fifth and Sixth Avenues because the added capacity of the subway is not needed, surface alignments encourage a vibrant street environment, and that the cost of a subway is not justified if it would be used by two-car trains. Additional platform retrofit costs and environmental and traffic impacts for the rest of the light rail system would occur if train lengths in excess of two cars were desired to make maximum use of a subway investment."


In other words, "It's too much money too soon for not enough gain."