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Loop Service history[edit]

Planning[edit]

Plans to expand the Portland Streetcar east of the Willamette River emerged in July 1997, at the same time the Portland City Council authorized the construction of the system's first line, between Northwest Portland and Portland State University. During this time, the council also voted to fund a $16.7 million retrofitting of the Hawthorne Bridge,[1] which they had anticipated would carry a future streetcar line between the Oregon Museum of Science and Industry (OMSI) and the Oregon Convention Center, one of many proposed by the Buckman Neighborhood Association for the east side.[2] The Hawthorne Bridge reopened in April 1999, with the outer-lane deck rebuilt to accommodate notches for rails.[3] In July 2001, another plan was proposed by the Lloyd District Development Strategy.[4][5] The strategy sought the addition of streetcars to the Lloyd District's existing transit services, already composed of bus and MAX Light Rail,[4]: 20  to create a transit hub, by adding lines on Northeast Broadway and Weilder avenues.[4]: 26  The extension would connect with the west side via the Broadway Bridge.[6] This plan was also supported by concurrent efforts to revitalize nearby Rose Quarter.[7]

An advisory committee, largely composed of local residents, began convening in February 2003 to initiate serious discussions regarding the extension. In a series of meetings, some eastside residents urged extending the line up to 21st Avenue, while Portland Streetcar officials, amid TriMet plans to construct a new river span near Southeast Caruthers Street for a planned MAX extension to Milwaukie, suggested routing the streetcar along this new bridge, instead of the Hawthorne Bridge.[8] In June 2003, project planners, with backing from Multnomah County commissioners, outlined a three-phased eastside loop that ran from the Broadway Bridge to the Lloyd District, then south through Grand Avenue and Martin Luther King Jr. Boulevard to Hawthorne Boulevard. A southern crossing back to the west side depended upon whether the new bridge would be constructed, leaving that section undetermined at the time. The project was estimated to cost over $100 million.[9]

Funding and construction[edit]

In December 2003, the U.S. Congress passed an appropriations bill that granted $2.49 million to the city of Portland, $290,000 of which went to streetcar planning.[10]

Old segments used by MAX[edit]

http://www.trainweb.org/mccann/trivia.htm

MAX Light Rail Future[edit]

Project Status End points New
stations 		Length[11] Expected
opening 		Projected
Cost
(mi) (km)
Red Line improvements[12] Preliminary design 1 — — 2023 $200 million
Southwest Corridor[13] Preliminary design 13 12 19 2027 $2.6–2.8 billion

Rolling stock[edit]

Main article: TriMet rolling stock
The interior of a Type 2 car, facing towards the middle section
A MAX train composed of one low-floor car and one high-floor car on the Portland Transit Mall in 2015
A Type 4 light rail vehicle, seen utilized by the Red Line

TriMet operates five models of light rail vehicles of which two were successive upgrades of the same model. They are designated by the agency as Type 1 through Type 5 and total 145 cars. The models vary in length, from 89 feet (27.1 m) to 95 feet (29.0 m), though all of them are used interchangeably by every line on the network.[14] The first type, Type 1, total 26 vehicles and were manufactured by a joint venture between La Brugeoise et Nivelles and Bombardier beginning in 1983 for the Banfield light rail project.[15] Similar in design to Bombardier vehicles used in Brussels and Rio de Janeiro,[15] the first of the high-floor vehicles arrived in Portland in 1984.[16] Wayside lifts were installed on stations of the original MAX line in order to accommodate riders using mobility devices.

With the passage of the Americans with Disabilities Act of 1990, Tri-Met officials conducted an accessibility study in 1992 and determined low-floor cars were the most cost-effective alternative to providing universal access to the system.[14] Amid preparations for the Westside MAX project, the MAX became the first light rail system in North America to acquire low-floor train sets following the procurement of 35 model SD660 cars, dubbed Type 2, from Siemens in 1993.[17][18] The Type 2 trains, equipped with built-in wheelchair ramps,[19] entered service during the partial opening of the Westside MAX in 1997.[20] In 1999,[21] Tri-Met ordered 17 additional Type 2 cars for the Airport MAX project.[14] The system's 27 Type 3 vehicles, which were ordered as part of the Interstate MAX project and first brought into use in 2003, are the same model as the Type 2 vehicles, with the primary differences being various technical upgrades and a new paint scheme.[14][22]

22 Siemens S70 low-floor cars, designated Type 4, were purchased in conjunction with the I-205 MAX and Portland Transit Mall projects and were first used in 2009. They feature a more streamlined design, have more seating, and are lighter in weight and therefore more energy-efficient. The Type 4 cars were also the first to use LED-type destination signs.[23] The second series of Siemens S70 cars, TriMet's Type 5 vehicles, were procured for the Portland–Milwaukie light rail project. TriMet placed the order for the Type 5 cars with Siemens in 2012 and delivery commenced in 2014.[24] These vehicles include some improvements over the Type 4 cars, including a less-cramped interior seating layout,[25] and improvements to the air-conditioning system and wheelchair ramps.[26]

The majority of MAX service is provided by two-car consists. Type 2 and 3 vehicles are capable of running singularly, or coupled to another Type 1, 2, or 3 vehicle. Trainsets composed of one low-floor and one high-floor car allowed the removal of wayside lifts from Eastside MAX stations. Type 4 and 5 trains can only be coupled with one another.[14]

Current fleet[edit]

Image Designation Car numbers Manufacturer Model No. First used No. of Seats/
Overall Capacity		 Quantity
MAX train on Yamhill St with Pioneer Place (1991) - Portland, Oregon Type 1 101–126 Bombardier none 1986 76/166 26
MAX train of two Type 2 cars on the Steel Bridge Type 2 201–252 Siemens SD660 1997 64/166 52
MAX train crossing Steel Bridge in 2009 - street view of SD660 LRVs Type 3 301–327 Siemens SD660 2003 64/166 27
MAX Light Rail Car (Multnomah County, Oregon scenic images) (mulDA0008a) Type 4 401–422 Siemens S70 2009 68/172[27] 22
Type 5 LRVs laying over on the Blue Line in Hillsboro, May 2015 Type 5 521–538 Siemens S70 2015 72/186[26] 18

Notes on capacities:

  • The capacities given are for a single car; a two-car train has double the capacity.
  • The Type 2 cars originally had 72 seats, but eight seats were later removed, to make space for bicycles.[28]
  • All of these capacity figures are based on "normal" loading conditions (defined as 4 standing passengers per square meter by industry standards[29]); under so-called "crush" loading conditions (6-8 standees per m2), all of these cars are capable of carrying many more passengers than stated here.

Station list[edit]

Key
† Terminus
→ Eastbound travel only
↑ Northbound travel only
↓ Southbound travel only
← Westbound travel only
Station Line(s) Location Opened Connections Park and ride spaces
Albina/Mississippi Yellow Line Portland May 1, 2004 — —
Beaverton Central Blue Line Beaverton September 12, 1998 — —
Beaverton Creek Blue Line Beaverton September 12, 1998 — 417 spaces
Beaverton Transit Center† Blue Line
Red Line 		Beaverton September 12, 1998[a] Mainline rail interchange WES Commuter Rail —
Cascades Red Line Portland September 10, 2001 — —
City Hall/SW 5th & Jefferson Street↓ Green Line
Orange Line 		Portland August 30, 2009 Bus interchange Portland Transit Mall —
Civic Drive Blue Line Gresham December 1, 2010 — —
Clackamas Town Center Transit Center† Green Line Clackamas September 12, 2009 — 750 spaces
Cleveland Avenue† Blue Line Gresham September 5, 1986 — 392 spaces
Clinton Street/Southeast 12th Avenue Orange Line Portland September 12, 2015 — —
Convention Center Blue Line
Green Line
Red Line 		Portland September 20, 1990 — —
Delta Park/Vanport Yellow Line Portland May 1, 2004 — 304 spaces
Station Line(s) Location Opened Connections Park and ride spaces
East 102nd Avenue Portland 1986
2 lines
  • 15–Belmont/NW 23rd
  • 20–Burnside/Stark
 — —
East 122nd Avenue Portland 1986 73–122nd Ave — 612 spaces
East 148th Avenue Portland 1986 — — —
East 162nd Avenue Portland 1986 74–162nd Ave — —
East 172nd Avenue Gresham 1986 — — —
East 181st Avenue Gresham 1986 87–Airport Way/181st — 247 spaces
Elmonica/Southwest 170th Avenue Beaverton 1998 — — 435 spaces
Expo Center† Portland 2004 11–Rivergate/Marine Dr — 300 spaces
Fair Complex/Hillsboro Airport Hillsboro 1998 46–North Hillsboro — 396 spaces
Galleria/Southwest 10th Avenue← Portland 1986   — Portland Streetcar —
Gateway/Northeast 99th Avenue Transit Center Portland 1986   
7 lines
  • 15–Belmont/NW 23rd
  • 19–Woodstock/Glisan
  • 22–Parkrose
  • 23–San Rafael
  • 24–Fremont
  • 25–Glisan/Rockwood
  • 87–Airport Way/181st
 Columbia Area Transit 690 spaces
Goose Hollow/Southwest Jefferson Street Portland 1998  
3 lines
  • 6–Martin Luther King Jr Blvd
  • 58–Canyon Rd
  • 68–Marquam Hill/Collins Circle
 — —
Gresham Central Transit Center Portland 1986   
8 lines
  • 4–Division/Fessenden
  • 9–Powell Blvd
  • 20–Burnside/Stark
  • 21–Sandy Blvd/223rd
  • 80–Kane/Troutdale Rd
  • 81–Kane/257th
  • 82–South Gresham
  • 84–Powell Valley/Orient Dr
 Sandy Area Metro 540 spaces
Gresham City Hall Gresham 1986 21-Sandy Blvd/223rd — 417 spaces
Hatfield Government Center† Hillsboro 1998 — — 250 spaces
Hawthorn Farm Hillsboro 1998 — — —
Hillsboro Central/Southeast 3rd Avenue Transit Center Hillsboro 1998
4 lines
  • 46–North Hillsboro
  • 47–Main/Evergreen
  • 48–Cornell
  • 57–TV Hwy/Forest Grove
 YCTA —
Hollywood/Northeast 42nd Avenue Transit Center Portland 1986   
3 lines
  • 66–Marquam Hill/Hollywood
  • 75–Cesar Chavez/Lombard
  • 77–Broadway/Halsey
 — —
Interstate/Rose Quarter Portland 2004 35–Macadam/Greeley — —
Kenton/North Denver Avenue Portland 2004 — — —
Kings Hill/Southwest Salmon Street Portland 1997  
2 lines
  • 51–Vista
  • 63–Washington Park/Arlington Hts
 — —
Lents Town Center/Southeast Foster Road Portland 2009
3 lines
  • 10–Harold St
  • 14–Hawthorne
  • 73–122nd Ave
 — —
Library/Southwest 9th Avenue→ Portland 1986   — Portland Streetcar —
Lincoln Street/Southwest 3rd Avenue Portland 2015
2 lines
  • 9–Powell Blvd
  • 17–Holgate/Broadway
 — —
Lloyd Center/Northeast 11th Avenue Portland 1986    70–12th/NE 33rd Ave C-Tran —
Mall/Southwest 4th Avenue→ Portland 1990   Transit Mall — —
Mall/Southwest 5th Avenue← Portland 1990   Transit Mall — —
Merlo Road/Southwest 158th Avenue Beaverton 1998 67–Bethany/158th — —
Millikan Way Beaverton 1998 62–Murray Blvd — 400 spaces
Milwaukie/Main Street Milwaukie 2015
4 lines
  • 29–Lake/Webster Rd
  • 32–Oatfield
  • 33–McLoughlin
  • 34–River Rd
 — —
Morrison/Southwest 3rd Avenue← Portland 1986   — — —
Mount Hood Avenue Portland 2001 — — —

MAX Green Line history[edit]

Early proposals[edit]

See also: MAX Light Rail § South–North proposal

In the mid-1980s, Metro announced plans to introduce light rail to Clackamas County with the proposal of two lines: one between Portland International Airport and Clackamas Town Center via Interstate 205, and another between downtown Portland and Oregon City via Milwaukie.[30] A panel of local and state officials, referred to as the Joint Policy Advisory Committee on Transportation, affirmed their endorsement of an I-205 line in 1987 with a request to start preliminary engineering for light rail in lieu of an originally-planned busway.[31][32] As planning for what would become the Westside MAX extension took priority for federal funding, TriMet called on local businesses and governments in Clackamas County to subsidize the proposed $88 million route.[33] A dispute between Washington and Clackamas county officials followed, as Clackamas County vied for additional federal assistance, including $17 million in excess funds sourced from the partially-completed I-205 Transitway.[34][35] In January 1989, Metro approved a ten-year regional transit development plan; it reasserted the westside line's priority and commissioned preliminary work on the I-205 line, as well as another for a Milwaukie extension.[36] The U.S. Senate Committee on Appropriations approved a financing package in September, which provided $2 million to study both segments. At the behest of Oregon Senator Mark Hatfield and Washington Senator Brock Adams, who were members of the committee, a northbound segment up to the Clark County Fairgrounds near Vancouver, Washington became part of the proposal.[37][38] The studies later shifted support to another alignment, along the busier I-5 and Willamette River corridors.[39] A 25-mile (40 km) route from Hazel Dell, Washington through downtown Portland to Clackamas Town Center, called the South–North Line, was finalized in 1994.[40]

I-205 planning and construction[edit]

Construction of the I-205 extension began in March 2007.[41] Initial work, which temporarily closed portions of the I-205 Bike Path, involved drilling shafts and driving piles for light rail bridges over Southeast Johnson Creek Boulevard and Southeast Harold Street, and excavation work for an underpass below Southeast Stark and Washington Streets.[42]

Transit Mall revitalization[edit]

Main article: Portland Transit Mall
Construction along 5th Avenue from Yamhill Street, shown in July 2007

A north–south light rail alignment through downtown Portland had been considered as early as the 1980s. In 1991, Portland City Council commissioned a feasibility study for a potential subway line beneath the transit mall following recommendations made by a citizen advisory committee.[43] During the planning stages of the South–North Line in 1994, local and regional government planners introduced a surface light rail alternative,[44] which was later favored by the project's steering committee after it concluded that an additional $250 million for an underground tunnel was not feasible.[45][46] Following the cancellation of the South–North Line, the city reserved revitalization efforts for the transit mall amid proposals to rebuild it to allow curbside parking in 2002.[47] In 2003, it became part of the I-205 MAX project, after TriMet determined that adding a fourth service to the existing tracks along Southwest Morrison and Yamhill streets would push the downtown light rail segment to maximum capacity.[48] A study conducted by TriMet proposed stations on either the left, right, or middle lanes of 5th and 6th avenues;[49] planners selected center-lane travel with a right-side boarding option in April 2004.[50] Local governments approved the revitalization plan by May.[51] Consisting of seven stations per split,[52] the project extended the existing transit mall from 44 to 117 block faces between Portland Union Station and PSU.[53]

Preparation work began in January 2007 with the rerouting of 17 bus lines to 3rd and 4th avenues, six lines to Southwest Columbia and Jefferson streets, and one line, 14–Hawthorne, to Southwest 2nd Avenue.[54] Despite initial traffic concerns, the relocation of bus stops did not affect the on-time performance of any service.[55] Construction commenced promptly after.[56] Owing to techniques learned from the Interstate MAX project, businesses were kept open while blocks were closed off in sections in an effort to minimize disruptions.[57] 5th and 6th Avenues reopened to vehicular traffic in July 2008, two months ahead of schedule.[58]

Funding and opening[edit]

Federal funding, which covered 60 percent of the combined project's total cost, was approved in February 2006 under the New Starts program.[59][60] An additional $15.3 million was spent by downtown businesses to improve retail spaces along the transit mall alignment.[61]

Green Line service commenced on September 12, 2009. Opening day festivities, paid for by sponsors and donations, were held at Clackamas Town Center and Portland State University. As many as 40,000 people showed up to ride the trains, which had been offered for free on that day.[62] TriMet simultaneously eliminated bus routes 153–South End Loop, 41–Tacoma, 74–Lloyd District/Southeast, 86–Alderwood, and implemented service cuts to 49 other lines in an effort to address its $31 million budget deficit.[63] While planners projected 25,250 average weekday riders during the first year, fewer people than expected utilized the line on its first weekday commute service.[64] By the following month, however, the line had been recording 17,000 trips per day.[65] A study conducted by Portland State University anticipates 46,500 daily boardings by 2025.[42]

Manila LRT Line 1 lead[edit]

The Manila Light Rail Transit System Line 1 (LRT Line 1) is a rapid transit line in Metro Manila, Philippines, owned by the Light Rail Transit Authority as part of the Manila Light Rail Transit System. Operated by the Light Rail Manila Corporation, the line spans 19.7 kilometers (12.2 mi) along a fully-elevated route, currently serving twenty stations between Roosevelt and Baclaran. It connects the cities of Quezon City, Caloocan, Manila, Pasay, and Parañaque, running predominantly north–south from Baclaran in Pasay City to Monumento in Caloocan City, and east–west from Monumento to North Avenue in Quezon City. Passengers can transfer to LRT Line 2 at Doroteo Jose station and to Manila Metro Rail Transit System Line 3 at EDSA station.

NS Line (Portland Streetcar) history[edit]

The restoration of streetcar services in downtown Portland was first considered in 1990, when the city established an advisory committee and began a feasibility study in response to recommendations made by the 1988 Central City Plan.[66][67] Planners initially envisioned three vintage trolley lines, with the first line running up from John's Landing near the South Waterfront through downtown Portland to Northwest 23rd Avenue in the Nob Hill District.[68] In October 1991, a congressional panel offered federal matching funds for the design and engineering of a 2.3-mile (3.7 km) preliminary alignment between Southwest Harbor Drive and Northwest Hoyt Street. The line, initially referred to as the Central City Trolley, was slated to run replicas of cars that once served Council Crest.[69] City officials later renamed the project Central City Streetcar, opting instead to use modern trams. Planning continued in 1995 with the city calling for bids to design and build the first proposal, acquiring a response from a lone bidder, Portland Streetcar, Inc.[70]

Location map Blue Line[edit]

References[edit]

  1. ^ Stewart, Bill (January 22, 1998). "Closure launches bridge make over". The Oregonian. p. D2.
  2. ^ Stewart, Bill (July 31, 1997). "Streetcars will return to Portland; the city council votes to pay for a westside loop of streetcars described as cheaper than light rail". The Oregonian. p. D1.
  3. ^ Stewart, Bill (April 24, 1999). "Wait no more: Sunday makrs Hawthorne Bridge reopening". The Oregonian. p. C1.
  4. ^ a b c "Lloyd District Development Strategy" (PDF). Portland Development Commission. July 27, 2001. Retrieved August 29, 2019.
  5. ^ Leeson, Fred (July 17, 2001). "Portland grand plans works in works in Lloyd District". The Oregonian. p. B3.
  6. ^ Leeson, Fred (July 20, 2001). "New streetcar route follows different mission". The Oregonian. p. 24.
  7. ^ Leeson, Fred (July 13, 2001). "Vision for Rose Quarter outlined". The Oregonian. p. A1.
  8. ^ Leeson, Fred (February 17, 2003). "Streetcar officials seek Eastside desire". The Oregonian. p. E2.
  9. ^ Leeson, Fred (June 6, 2003). "Streetcar backers propose loop through Inner Eastside". The Oregonian. p. D2.
  10. ^ Leeson, Fred (December 2, 2003). "Congress tags $2.49 million for Portland". The Oregonian. p. C2.
  11. ^ Selinger 2015, p. 66.
  12. ^ "MAX Red Line Improvements Project" (PDF). TriMet. Retrieved April 25, 2019.
  13. ^ "Southwest Corridor Light Rail Project" (PDF). TriMet. Retrieved April 22, 2019.
  14. ^ a b c d e "TriMet's Rail Vehicle Fleet" (PDF). TriMet. July 2016. Retrieved December 19, 2018.
  15. ^ a b "'Roomy, good-looking' light-rail cars please Tri-Met official". The Sunday Oregonian. November 27, 1983. p. B5.
  16. ^ "First car for light rail delivered". The Oregonian. April 11, 1984. p. C4.
  17. ^ Oliver, Gordon (April 15, 1993). "Tri-Met prepares to purchase 37 low-floor light-rail cars". The Oregonian. p. D4.
  18. ^ Vantuono, William C. (July 1993), "Tri-Met goes low-floor: Portland's Tri-Met has broken new ground with a procurement of low-floor light rail vehicles. The cars will be North America's first low-floor LRVs.", Railway Age: 49–51
  19. ^ Vantuono, William C. (February 12, 2016). "Retractable bridge plates a first for Brightline". Railway Age. Archived from the original on July 10, 2018. Retrieved July 9, 2018.
  20. ^ O'Keefe, Mark (September 1, 1997). "New MAX cars smooth the way for wheelchairs". The Oregonian. p. B12.
  21. ^ stewart, Bill (June 17, 1999). "Light-rail line to PDX starting to take shape". The Oregonian. p. B1.
  22. ^ Leeson, Fred (August 14, 2002). "Hyphen and '70s hues left by the wayside". The Oregonian. p. C1.
  23. ^ Redden, Jim (August 6, 2009). "TriMet puts new light-rail cars on track". Portland Tribune. Archived from the original on August 31, 2009. Retrieved May 17, 2015.
  24. ^ Tramways & Urban Transit magazine, July 2015, p. 289. UK: LRTA Publishing. ISSN 1460-8324.
  25. ^ Rose, Joseph (July 31, 2012). "TriMet asks cramped MAX riders to help design next-generation train's seating". The Oregonian. Retrieved September 4, 2012.
  26. ^ a b "PMLR Type 5 LRV Fact Sheet" (PDF). TriMet. March 2015. Retrieved May 17, 2015.
  27. ^ Cite error: The named reference type4 was invoked but never defined (see the help page).
  28. ^ Cite error: The named reference racksforbikes was invoked but never defined (see the help page).
  29. ^ "Glossary section, Transit Capacity and Quality of Service Manual, 2nd Edition (TCRP Report 100)" (PDF). Transportation Research Board. October 2003. pp. 9 ("car weight designations"). Retrieved June 16, 2009.
  30. ^ "Where's east side light rail going next?". The Oregonian. April 3, 1986. p. 2.
  31. ^ Bodine, Harry (September 30, 1987). "Light-rail expansion backed by officials". The Oregonian. p. B12.
  32. ^ Bodine, Harry (October 27, 1987). "Panel puts top priority on mass transit, major highway projects". The Oregonian. p. B4.
  33. ^ Kohler, Vince (May 23, 1988). "Joint efforts of business, government could spur rail line; both groups need to finance, back line along I-205, panel says". The Oregonian. p. B5.
  34. ^ Green, Ashbel (October 6, 1988). "County officials debate light-rail routes". The Oregonian. p. W1.
  35. ^ Kohler, Vince (January 17, 1991). "Clackamas County seeks federal money for rail line". The Oregonian. p. C2.
  36. ^ Bodine, Harry (January 14, 1989). "Metro OKs $1.5 billion transit plan". The Oregonian. p. D1.
  37. ^ Kohler, Vince; Stewart, Bill (September 10, 1989). "Light-rail proposals gain ground in Congress; senate panel approves transportation funding bill, aiding plans for new Oregon City, Vancouver lines". The Oregonian. p. C2.
  38. ^ Stewart, Bill (January 12, 1993). "County light-rail project gains momentum". The Oregonian. p. B2.
  39. ^ Oliver, Gordon (March 11, 1993). "Citizens advisory committee endorses pair of light-rail routes". The Oregonian. p. B3.
  40. ^ Maves, Norm Jr. (October 27, 1994). "25-mile route encompasses hundreds of steps". The Oregonian. p. 1.
  41. ^ Zuckerman, Peter (March 22, 2007). "Entering the construction zone". The Oregonian. p. 10.
  42. ^ a b McCarthy, Dennis (April 11, 2007). "Work on light rail will interrupt traffic". The Oregonian. p. C3.
  43. ^ Kiyomura, Cathy (June 4, 1991). "Downtown subway study ordered". The Oregonian. p. B1.
  44. ^ Oliver, Gordon (October 4, 1994). "Advisers approve light rail routes". The Oregonian. p. B5.
  45. ^ Christ, Janet (October 27, 1994). "Light rail route would allow easy access to PSU". The Oregonian. p. C1.
  46. ^ Oliver, Gordon (December 6, 1995). "Fight over light rail rages on". The Oregonian. p. C3.
  47. ^ Oliver, Gordon (August 29, 2002). "Katz squelches talk of parking at transit mall". The Oregonian. p. D2.
  48. ^ Leeson, Fred (April 15, 2003). "Light-rail line likely addition to transit mall". The Oregonian. p. B1.
  49. ^ "TriMet offers three options for MAX tracks". The Oregonian. July 4, 2003. p. D1.
  50. ^ Leeson, Fred (April 1, 2004). "Likely plan for train, bus boarding leans right". The Oregonian. p. B2.
  51. ^ Leeson, Fred (May 21, 2004). "Next stop on transit mall: Cash". The Oregonian. p. D1.
  52. ^ Cite error: The named reference light-rail-now was invoked but never defined (see the help page).
  53. ^ Portland Transit Mall, Urban Design Analysis & Vision (Report). City of Portland, Oregon, Bureau of Planning. March 2004. p. 4. Retrieved May 2, 2019.
  54. ^ Mayer, James (January 3, 2007). "Access will be mantra of mall makeover". The Oregonian. p. B2.
  55. ^ Mayer, James (February 5, 2007). "The buses are moving, and so are a few businesses". The Oregonian. p. B1.
  56. ^ Leeson, Fred (February 15, 2007), "One-person shops go with transit flow", The Oregonian, p. 7
  57. ^ Cite error: The named reference transit-mall-redo was invoked but never defined (see the help page).
  58. ^ Beaven, Stephen (July 28, 2008). "Street work ends early on Fifth, Sixth downtown". The Oregonian. p. B1.
  59. ^ Mayer, James (February 8, 2006). "Metro rail projects hit funding fast track". The Oregonian. p. A1.
  60. ^ Mayer, James (February 8, 2007). "Light rail in Bush's 2008 budget". The Oregonian. p. C5.
  61. ^ Leeson, Fred (March 8, 2007). "Downtown's retail challenge". The Oregonian. pp. 12–16.
  62. ^ Rivera, Dylan (September 13, 2009). "Thousands on MAX go Green Festivities and free rides draw takers for the new downtown–Clackamas Town Center line". The Oregonian.
  63. ^ Rose, Joseph. "TriMet leaves bus riders at curb again". The Oregonian. p. A2. Retrieved April 26, 2019.
  64. ^ Rose, Joseph (September 15, 2019). "Riders have choice of seats on Green Line". The Oregonian. Retrieved April 26, 2019.
  65. ^ Mayes, Steve (October 19, 2009). "Green Line no route for crime". The Oregonian.
  66. ^ Selinger, Philip (2015). "Making History: 45 Years of Transit in the Portland Region" (PDF). TriMet. pp. 59–61. Archived from the original (PDF) on May 9, 2018. Retrieved July 26, 2018.
  67. ^ Mayer, James (March 25, 1988). "Central City Plan adopted unanimously". The Oregonian. p. D1.
  68. ^ Ames, Sarah Carlin (October 18, 1990). "City Council goes forward with trolley line". The Oregonian. p. B10.
  69. ^ Pickett, Nelson (October 4, 1991). "Federal funding seems assured for trolley design". The Oregonian. p. C2.
  70. ^ Oliver, Gordon (April 21, 1995). "A number of civic leaders desire Portland return of the streetcar". The Oregonian. p. C11.

Impact on development[edit]

As with the original streetcar line on the west side, the eastside extension is credited with encouraging development along and near its route. Portland city and streetcar officials have claimed that major redevelopment projects in the Lloyd District,[1] including years-long efforts by Metro to build a convention center hotel,[2][3] began or were announced after the extension had started construction.[1] In 2013, Hassalo on Eighth broke ground at the Lloyd 700 "superblock", where the eastside extension was deliberately routed to support redevelopment.[4] A study published for the Transportation Research Record in 2018 noted that observed stations along the CL Line increased employment around their areas by 22 percent between 2016 and 2013, compared to just eight percent by Multnomah County.[5]

Eugene streetcar lines[edit]

Map
Map


Cite error: There are <ref group=lower-alpha> tags or {{efn}} templates on this page, but the references will not show without a {{reflist|group=lower-alpha}} template or {{notelist}} template (see the help page).

  1. ^ a b Redden, Jim (September 19, 2012). "Track Town heads east". Portland Tribune. Retrieved February 14, 2022.
  2. ^ Marum, Anna (August 4, 2017). "8 things to know about Portland's biggest hotel project". The Oregonian. Retrieved February 14, 2022.
  3. ^ "Hyatt Regency Portland at the Oregon Convention Center opens to the public" (Press release). Metro. December 27, 2019. Retrieved February 14, 2022.
  4. ^ Redden, Jim (September 19, 2013). "Streetcar's odd turn boosts Lloyd District". Portland Tribune. Archived from the original on September 22, 2013. Retrieved February 14, 2022.
  5. ^ Hinners, Sarah Jack; Nelson, Arthur C.; Buchert, Martin (2018). "Streetcars and Economic Development: Do Streetcars Stimulate Employment Growth?". Transportation Research Record: Journal of the Transportation Research Board. 2672 (8). Sage Publications (published October 6, 2018): 339–350. doi:10.1177/0361198118790096. Retrieved February 14, 2022.
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