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That's all the subway is really, the means to increase capacity for the entire system. It's not some magical fantasy creature like unicorns and fire-breathing dragons. It's an infrastructure improvement that's done in forward thinking cities around the world. Quote:
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A subway isn't going to happen in Portland in the next 20 years. |
Wow, seriously? We don't have a subway in Portland?! How can you have a subway station with no subway? :shrug:
http://themoscownews.com/infographic...189362664.html I understand it'll take a long time to plan and build a downtown subway alignment, so service may not have started by 2035, but it'll definitely be UC by then. |
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You are doing some very wishful thinking if you think a subway line is going to be under construction by 2035 through downtown. We might get lucky to get a "subway" line through Marquam Hill that has a OHSU stop and if we are really lucky that line will have a Hillsdale "subway" stop as well, but I am a realist and I think that will be a stretch. When the SW line gets built, they will probably look at the cheapest route to take which will probably be running it along 99W or something like that. Seeing that neither of us have any insider information on this, we will just have to wait and see who turns out to be right about this. |
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As for a SW line, you might be right about it being too expensive to run it along Barbur, which if that is the case, Portland will again choose the cheaper option to build the light rail line. Running light rail on the surface through downtown is obviously the cheaper option than to run a tunnel through downtown. And when you start adding stops to a tunnel line through downtown, you begin to have the same issues that people here claim a tunnel will fix is that it takes too long for a train to get through downtown. |
they could have made the tracks along the freeway then had streetcars take you to where ever.
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This is the most ridiculous thread. This speculation on whether a subway will be built or not is just getting silly.
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LOL......:worship: :) |
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As far as Downtown, a tunnel would have fewer stops (faster), no waiting for red lights and cross traffic (faster and more reliable), and capable of handling longer trains (higher capacity). So again, no, you would not have the same problems as the surface alignments. And I'm certain that Portland will go with the best options, not the cheapest the way Washington County did with WES. I think even you would agree that Portland isn't afraid to invest heavily in its transportation infrastructure. |
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The capacity they talk about in their "analysis" was the additional trains for the Orange line. Not for the flood of riders that would come from the future SW line to Tigard/Tualatin, nor the tsunami of riders that will accompany a Yellow line extension to Vancouver. And that's not even accounting for the extension to OC or the (admittedly slim) possibility of a Powell MAX line. It's already crush capacity on the R/B during rush hour, and as I keep stating (but nobody seems to comprehend) it's Capacity, Capacity, Capacity. The time savings are just an added benefit to the subway alignment. Look, I have no doubt that a third surface alignment will be one of the alternatives studied as one of the options for increasing capacity. They have to at least consider the idea. But any surface route will have negligible effect to that end. It'll just move the bottle neck to different streets and intersections and doesn't solve anything. Quote:
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The SW Line will more than likely tunnel through the OHSU portion, I just don't know if it will also tunnel under Hillsdale, but I do hope they do decide to do that. Quote:
Longer trains would mean that every station outside of downtown would need to be modified to handle longer trains....can we say more billions? :rolleyes: The MAX isn't just a Portland controlled rail system. I think Metro would go with the most cost effective system and a subway line for the sake of having a subway through downtown isn't the most cost effective thing to do. I get that you really want a subway line in downtown Portland, but I just don't see it being a reality for you. |
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-Anywhere from 4-7 stops, depending on the alignment and the portal locations. But AGAIN, it's not the speed that's driving this, it's the additional capacity needed. -Adding 200' of concrete to the station platforms outside of Downtown will cost nowhere near "billions". With the exception of the Washington Park station, the cost will actually be very minimal, $1-2 million per platform. My best estimate would be around $100 million total, not counting Washington Park. That one could be $10-20 million. -Metro is not gonna go with the cheaper (surface) option if it doesn't achieve the goals set forth in their Purpose and Needs statement. They WILL go with the most cost effective subway alignment though. And you are correct about one thing, MAX is not Portland controlled. But if there was a government agency here that was more pro-light rail than Portland, it's Metro. And the two of them working together wields more power than any other local entity. Quote:
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I think 65MAX is correct; capacity is an issue that we'll have to address. It unavoidable. There might be cheaper ways to do it than a full-on subway (perhaps close some streets and build longer platforms at surface level in Old Town, with a shorter tunnel from Civic Stadium to 1st, for example), but if we don't do something, eventually, the system will grind to a halt. OTOH, throw in Google self-driving cars and whatnot into the mix, and who knows what'll happen. |
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