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Two units cross the
Interstate 405 freeway
on Morrison Street. One
heading east and the other west.
Washington Park MAX station is the deepest
in North America at 260 ft below ground. This is MAX's only below
ground station.
The Portland History Web site has interesting
photos and stories about
Oregon trains.
Northwest Virtual
Transit Center
The site (not affiliated with any transit authority) covers the entire Pacific
Northwest including Portland, Spokane, and Seattle. It covers future
transit projects.
A self-propelled Diesel
Multiple Unit (DMU).
Streetcar rider ship has exceeded forecasts.
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NextBus uses Global Positioning System (GPS) tracking satellites to
provide streetcar arrival information and real-time maps for Portland Streetcars
passengers.
Transit Map
Click to Enlarge
The goal of TriMet's public art program
is to promote increased transit usage and community pride by integrating
temporary and permanent art works into TriMet's public transit system, thereby
celebrating the contributions of public transportation and recognizing the
cultural richness in the region.
An artist rendering of the new MAX trains
for the Green Line. TriMet has ordered 21 new MAX trains from Siemens
Transportation Systems for the I-205/Portland Mall MAX Light Rail Project
scheduled to begin in 2009.
Keep Portland Moving began as a multi-agency effort to coordinate large
public projects to reduce traffic impacts. Today it includes a Portland
Office of Transportation campaign to help promote a vibrant, accessible
downtown Portland, both short term and in the long run, by minimizing the
combined construction impacts of the Portland Mall project and private development
in the downtown core in 2007 and 2008.
TransitTracker™ provides real-time bus and
MAX arrivals online over the phone. The system tracks the actual location
of your bus or train, so you know exactly when your ride is coming.
Each stop has an unique "stop number" displayed on a sign like the photo
above.
Get arrival times over the phone: Just dial
503-238-RIDE (7433) from any touch-tone phone. If you're using a web-enabled
cell phone, you can access TransitTracker at wap.trimet.org. On a web-enabled
PDA, log on to pda.trimet.org.
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If Portland is mentioned in any out-of-state
media, rest assured the news item is either about Portland's effort to contain
urban sprawl or its public transportation system. Three public transportation
modes are used by Portlanders: light rail, buses, and streetcars.
Light Rail
Portland's light rail network
(MAX) is operated by the Tri-County
Metropolitan Transportation District of Oregon (TriMet.
It has been charged with devising a suitable light rail network to attracting
new development without bringing a disproportionate growth in road traffic.
As of 2006, the 44-mile network
carries one-third of all transit rides in the Portland area. TriMet's bus
service lines is growing as fast as MAX.
Eastside MAX
The first phase, Eastside MAX (Metropolitan Area Express), connected
Gresham, Oregon state's fourth largest city, with downtown Portland,
and was constructed between 1982-86. Between 1990-97 TriMet ridership
grew 40 per cent faster than its population growth. During the same
period, TriMet ridership grew 30 per cent.
Westside MAX
The 944 million Westside MAX, Hillsboro to Portland light rail
system began service in September 1998. Construction began on the 18-mile
light rail line in May 1994. The Westside line has 20 stations, nine
park and ride interchanges and has spawned numerous other developments.
The 33-mile run from Gresham to Hillsboro takes 93 minutes.
Airport MAX
This was a $125 million, 5.5-mile extension developed through an innovative
public/private venture involving the Port of Portland, TriMet, the City
of Portland, Portland Development Commission and Bechtel Enterprises.
Bechtel contributed $28.2 million towards the $125 million project.
It links Portland International Airport to the existing regional light
rail system. The system was completed in late 2001.
Interstate MAX
A 5.8-mile segment opened May 1, 2004. This $380 million line
connects MAX to the Expo Center along North Interstate Avenue.
It is a unique opportunity to revitalize businesses and neighborhoods
along North Interstate Avenue, once Portland's main gateway.
South Corridor Plan:
Phase One Opens in 2009 The $575.2 million expansion of
light rail to Clackamas Town Center along Interstate 205 and on to the
downtown transit mall to Portland State University is fully funded with
the federal government picking up 60 percent ($345.4). Construction
started in 2007 on the 6.5-mile light-rail line (Green Line) is scheduled
to open in 2009. Downtown is a huge construction zone - especially
along 5th and 6th avenues. Major renovations are transforming
Portland's old and aging transit mall into a an inviting place for residents,
commuters and shoppers. The "Green Line" will run the length of the
Mall, connecting Union Station and Portland State University. A number
of improvements, including refurbished streets and sidewalks, new transit
shelters, better lighting and eye-catching public art, are now under
construction.
 South
Corridor Plan: Phase Two A bridge for the proposed
$1.4 billion light-rail line to Milwaukie, would carry everything
but cars and trucks. Regional leaders see the line to Milwaukie as
the fulfillment of a 20-year promise to connect the southeast metro
area to downtown with mass transit. Metro estimates that the line
would put more than 22,000 households. Metro expects daily
rider numbers for the route to top 14,000 per day, as 50,000
residents will live within walking distance of the light-rail line.
The 7.4 mile light-rail line will serve up to 11 stops, nine of
which will be within Portland's city limits. Funding has to be
finalized before construction can begin.
In July, 2008, Metro unanimously approved the
locally preferred alternative for the Portland-Milwaukie light-rail
project, which will run between Southwest Fourth and Southwest Fifth
Avenues near Portland State University, cross the Willamette River
near Oregon Health and Science University, and follow the Tillamook
Railroad into Milwaukie.
As of May, 2008, the Portland area has another plan for
light-rail. The proposed $4.2 billion I-5 replacement bridge, would carry a
light-rail extension north to Vancouver. Planners expect that the
light-rail would help ease the
traffic bottleneck on the bridge.
Portland Streetcars
 Streetcars
are back in Portland! They left in the 50s and started again
on July 20, 2001. Streetcars run on a 4.8 continuous loop from Legacy Good
Samaritan Hospital at NW 23rd Avenue, on Lovejoy and Northrup, through the
Pearl District and on 10th and 11th Avenues to a SW 5th and Montgomery Terminus
at Portland State University. Another extension (about 2 miles) goes south
of downtown along the river to RiverPlace and South Waterfront.
The Portland Streetcar is owned
by the City of Portland. A private non-profit runs the streetcar system.
Unlike, the bus system or light rail, which is operated by TriMet, a public
agency, the streetcar is run by
Portland Streetcar
Inc.
Streetcar vehicles, manufactured
by Skoda-Inekon in Plzen of the Czech Republic, are 2.46 meters (about 8
feet) wide and 20 meters long (about 66 feet), about 10 inches narrower
and 1/3 the length of a MAX (TriMet’s light rail system) double car train.
They run in mixed traffic and, except platform stops, accommodate existing
curbside parking and loading. The Portland Streetcar is owned and operated
by the City of Portland. View photos and detailed specs of the
Skoda cars.
View a
map
of the line.
RiverPlace Extension
The Portland Streetcar extended the line .6 tenths of a mile to RiverPlace
(south of downtown along the river). Construction of this extension started
in the Winter of 2003 and opened March 12, 2005.
Gibbs Extension to South
Waterfront This extension was completed to SW Gibbs in late 2006.
This 0.6 mile extension connects at SW River Parkway and SW Moody, follows
SW Moody south to SW Sheridan and from SW Sheridan to SW Gibbs utilizing
the former Willamette Shore trolley rail right-of-way. The stop is located
at SW Moody and Gibbs at the base of the Portland Aerial Tram. The cost
of this extension was $15.8 million, which includes purchase of three additional
streetcars. Extending the line to SW Gibbs was a high priority for the newly
emerging South Waterfront “River Blocks” development and the Oregon Health
and Science University’s Building One, a 16-story building, that contains
outpatient practices, educational offices, and research laboratories.
Lowell Extension to South
Waterfront The Portland Streetcar started construction on the
Lowell Extension in August of 2006 and it was completed in the summer of
2007. This 0.6 mile extension connects at SW Moody and Gibbs (base of Portland
Aerial Tram), follows SW Moody south to SW Lowell, east on SW Lowell to
SW Bond. The route continues north on SW Bond to SW Moody & Gibbs.
Eastside/Lloyd Center/OMSI
Extension In September, 2007 Portland was to received $75 million
in federal funding for the eastside extension of the streetcar. The
planned eastside loop will cross the Broadway Bridge and run down to the
Oregon Museum and Science and Industry. It will connect the Lloyd
Center to downtown. Total cost is expected to be just under $150 million.
But in late December, 2007, the Federal Transit Administration decided that
they don't like streetcars. They want Portland to spend the money
on buses. This despite explicit congressional instruction from legislation
passed in 2005. Portland officials are expected to press forward with their
request for streetcars. View a
map of the proposed line.
Lake Oswego Extension
Metro is beginning a corridor study to evaluate possible transit and transportation
options between Lake Oswego and Portland. The cities of Portland and Lake
Oswego, Clackamas and Multnomah counties, the Oregon Department of Transportation
and TriMet are participating in the study. Citizens, business representatives
and property owners have been selected to serve on a Project Advisory Committee
that will meet monthly to consider issues and alternatives.
Commuter Rail
Commuter rail is coming to
Portland! Residents along the 14.7-mile rail line from Wilsonville to Beaverton
will also have the option to avoid the congested I-5 and Highway 217 corridors.
In late 2008 you'll be able to ride commuter trains from Wilsonville, Tualatin,
Tigard and Washington Square to the Beaverton Transit Center, where they
can transfer to the MAX light-rail for the remainder of their trip to the
Portland City Center. where they can transfer to the MAX light-rail for
the remainder of their trip to the Portland City Center.
The first phase of construction—track
rehabilitation—began in Wilsonville in late October 2006 and moved north
to finish in Beaverton in mid-November. In early March 2007, ground
was broken on the first of five commuter rail stations to be built for the
Washington County Commuter Rail line. The project is being spearheaded
by TriMet.
Formerly part
of the Oregon Electric Railway, this line is now being operated for freight
service by a short-line railroad, the Portland & Western. Unlike the MAX
light-rail — which also follows freight
rail lines for part of its route, but has separate tracks
— the commuter rail service to Wilsonville will
operate on the very same tracks used for freight service. But before passenger
service can commence, the tracks and signaling must be upgraded, and new
sidings and stations built. The estimated cost of the project is $120 million.
Some of this will be covered by local and state funding, which has already
been authorized, and TriMet is seeking federal funds to cover the rest of
the projected cost.
TriMet, Washington
County and the Federal Transit Administration are now reviewing preliminary
designs for this line, projecting operating expenses, and looking for suitable
rail equipment to purchase. Interestingly, when first built by the Oregon
Electric Railway nearly 100 years ago, this was an interurban line, with
electric trains providing passenger service between Portland and Salem.
But regular passenger service on the line was discontinued in 1933, and
the electrification was removed in 1945.
TriMet does not plan to re-electrify
the line; rather, it will be operated by diesel-powered equipment. Unlike
other transit agencies, which use diesel engines to pull non-powered commuter
coaches, TriMet is looking to purchase self-propelled Diesel Multiple Unit
(DMU) equipment for this new line.
This means that one unit, or
vehicle, is able to drive by itself without being pushed/ pulled by a locomotive.
A typical DMU has several small diesel engines with automatic transmissions.
The diesel enginEach bi-directional vehicle has a driver cab on each end,
which allows a fast change of direction without driving through a long loop
to turn the vehicle around. The driver simply walks from one end to the
other. Several DMUs can easily and quickly be coupled together to make a
longer train if a higher passenger capacity is needed, for example during
the morning or afternoon peak hours or during special events. No additional
train operator or other personnel is needed.
History of Rails in the Willamette
Valley
Our modern light-rail
and streetcar system is a continuation of a long history of using “rails”
for mass transit in the Portland metro area. The entire Willamette
Valley had a long history of using rail systems for transportation.
It was interrupted by 36 years of "bus only" public transportation from
1950 until the Eastside Max Blue Line (light-rail) opened in 1986.
In 1872, just 21 years after Portland
was officially founded, the city’s growth prompts the need for a public
transportation system. Portland's first trolleys, brought by steamer from
San Francisco by Ben Holladay, were horse and mule drawn, operating on First
Avenue from Glisan to Caruthers. In 1888, steam-operated streetcar
lines began service, developing into a network that served Hawthorne, Mt.
Scott, Mt. Tabor, St. Johns, west Portland, and Vancouver, Washington.
By 1889, electric streetcars began service,
gradually replacing horse-drawn, cable and steam-powered lines. Installed
by land developers to promote new subdivisions, a network eventually extended
out to city limits in all directions. By 1910, interurban railway
service extended from Vancouver south to Eugene and Corvallis, and from
Gresham and Troutdale west to Forest Grove and McMinnville. Meanwhile, the
“Good Roads” movement gained momentum, and Oregon embraced the automobile—becoming
the first state to pay for roads with a gas tax.
In the 1920s, trolley transportation growth
slowed. Cutbacks in service and labor economies, such as remodeling equipment
for one-man car operation, became the norm. The Great Depression saw further
erosion of what was once one of the most advance rail systems in the West.
Buses and trolley coaches began to replace electric streetcars. Several
interurban rail lines discontinued passenger service as ridership declines
and the aging streetcar system began converting to buses and trolleybuses.
WWII saw a resurgence of the use of the rail system due to gas rationing
and limited availability of cars. But it was short lived and by 1950,
the last streetcars were retired. Automobiles became the main source
of transportation and leaders had to deal with a new problem: congestion
on the roads.
What caused the demise of streetcar systems
in the country? According to an 2007 article in the International
Herald Tribune, "In the 1920s, there were about 1,200 electric lines
operating across the United States providing some 15 billion rides a year.
By the 1970s, the number of American cities with real streetcar systems
was down to about five." The article went on to say that, "Reasons
for the demise vary but include National City Lines, formed by General Motors,
Standard Oil of California, Phillips Petroleum and Firestone tires. It bought
up more than 100 lines in the 1930s and 1940s in many of the larger cities
and dismantled them."
Buses
The Portland metropolitan area
has an extensive bus lines with over 650 buses. Here are the
links to the fleets
to include photos of some of TriMet's buses and a link to the bus routes
maps
and schedules.
Car Sharing: Flexcar
Flexcar is a car-sharing
system where you share access to hundreds of Flexcar vehicles. You reserve
a car online or by phone; you drive - to a meeting, to run errands, or to
hit the lumber yard; and you return to the car's designated parking space,
all for one hourly rate that covers gas, premium insurance and unlimited
miles. All you pay for is the drive. The
Portland Flexcar system has over 140 cars, trucks, vans, SUVs, and wagons
placed in high density neighborhoods.
Bicycles
Also available to lower commuting
costs is an extensive bicycle path system. Plus TriMet is now 100%
bicycle friendly! All MAX and buses can accommodate bicycles. Check out
the bike
links.
Daily bike traffic over Portland's
four major bridges has doubled in the past six years, according to the city
of Portland's Office of Transportation. In September 2006, the Office
of Transportation released these numbers:
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The average daily summertime bicycle trips across
Portland's four busiest cycling bridges have increased by 18 percent
over last year.
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And for the first time that four-bridge total has
passed 12,000 daily trips.
The figures come from the city's annual summer count on
the Hawthorne, Burnside, Steel and Broadway bridges.
Bicycling Magazine
(October 2001 issue) named Portland as the "Best City for Bicycling in the
USA."
Fareless Square
Fareless Square provides free rides (bus, light rail, and streetcars)
in the downtown Portland area bounded by the Willamette River, NW Irving,
and the I-405 (Stadium) freeway.
As of September 1, 2001 Fareless
Square now extends to Lloyd District. TriMet MAX light rail and ten
bus routes are free within an area from downtown Portland to Multnomah Blvd.
on the north, Holladay Street on the south and
14th Street on the east.
City of Portland Department of Transportation
The
City of Portland
Office of Transportation is a community partner in shaping a livable
city. Their Web site is pack with information about getting around
Portland.
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