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Union Station Conceptual Engineering Study
Portland Union Station Multimodal Conceptual Engineering Study Submitted to Portland Bureau of Transportation by IBI Group with LTK Engineering June 2009 This study is partially funded by the US Department of Transportation, Federal Transit Administration. IBI GROUP PORtlAND UNION STATION MultIMODAL CONceptuAL ENGINeeRING StuDY IBI Group is a multi-disciplinary consulting organization offering services in four areas of practice: Urban Land, Facilities, Transportation and Systems. We provide services from offices located strategically across the United States, Canada, Europe, the Middle East and Asia. JUNE 2009 www.ibigroup.com ii Table of Contents Executive Summary .................................................................................... ES-1 Chapter 1: Introduction .....................................................................................1 Introduction 1 Study Purpose 2 Previous Planning Efforts 2 Study Participants 2 Study Methodology 4 Chapter 2: Existing Conditions .........................................................................6 History and Character 6 Uses and Layout 7 Physical Conditions 9 Neighborhood 10 Transportation Conditions 14 Street Classification 24 Chapter 3: Future Transportation Conditions .................................................25 Introduction 25 Intercity Rail Requirements 26 Freight Railroad Requirements 28 Future Track Utilization at Portland Union Station 29 Terminal Capacity Requirements 31 Penetration of Local Transit into Union Station 37 Transit on Union Station Tracks -
Light Rail Transit (LRT)
Transit Strategies Light Rail Transit (LRT) Light rail transit (LRT) is electrified rail service that operates in urban environments in completely exclusive rights‐of‐way, in exclusive lanes on roadways, and in some cases in mixed traffic. Most often, it uses one to three car trains and serves high volume corridors at higher speeds than local bus and streetcar service. Design and operational elements of LRT include level boarding, off‐board fare payment, and traffic signal priority. Stations are typically spaced farther apart than those of local transit services and are usually situated where there are higher population and employment densities. MAX Light Rail (Portland, OR) The T Light Rail (Pittsburgh, PA) Characteristics of LRT Service LRT is popular with passengers for a number of reasons, the most important of which are that service is fast, frequent, direct, and operates from early morning to late night. These attributes make service more convenient—much more convenient than regular bus service—and more competitive with travel by automobile. Characteristics of LRT service include: . Frequent service, typically every 10 minutes or better . Long spans of service, often 18 hours a day or more . Direct service along major corridors . Fast service Keys reasons that service is fast are the use of exclusive rights‐of‐way—exclusive lanes in the medians of roadways, in former rail rights‐of‐way, and in subways—and that stations are spaced further apart than with bus service, typically every half mile (although stations are often spaced more closely within downtown areas). Rhode Island Transit Master Plan | 1 Differences between LRT and Streetcar Light rail and streetcar service are often confused, largely because they share many similarities. -
City of Wilsonville Transit Master Plan
City of Wilsonville Transit Master Plan CONVENIENCE SAFETY RELIABILITY EFFICIENCY FISCAL RESPONSIBILITY FRIENDLY SERVICE EQUITY & ACCESS ENVIRONMENTAL RESPONSIBILITY JUNE 2017 Acknowledgements The City of Wilsonville would like to acknowledge the following for their dedication to the development of this Transit Master Plan. Their insight and outlook toward the future of this City helped create a comprehensive plan that represents the needs of employers, residents and visitors of Wilsonville. Transit Master Plan Task Force Planning Commission Julie Fitzgerald, Chair* Jerry Greenfield, Chair Kristin Akervall Eric Postma, Vice Chair Caroline Berry Al Levit Paul Diller Phyllis Millan Lynnda Hale Peter Hurley Barb Leisy Simon Springall Peter Rapley Kamran Mesbah Pat Rehberg Jean Tsokos City Staff Stephanie Yager Dwight Brashear, Transit Director Eric Loomis, Operations Manager City Council Scott Simonton, Fleet Manager Tim Knapp, Mayor Gregg Johansen, Transit Field Supervisor Scott Star, President Patrick Edwards, Transit Field Supervisor Kristin Akervall Nicole Hendrix, Transit Management Analyst Charlotte Lehan Michelle Marston, Transit Program Coordinator Susie Stevens Brad Dillingham, Transit Planning Intern Julie Fitzgerald* Chris Neamtzu, Planning Director Charlie Tso, Assistant Planner Consultants Susan Cole, Finance Director Jarrett Walker Keith Katko, Finance Operations Manager Michelle Poyourow Tami Bergeron, Planning Administration Assistant Christian L Watchie Amanda Guile-Hinman, Assistant City Attorney Ellen Teninty Stephan Lashbrook, -
Lake Oswego to Portland Transit Project: Health Impact Assessment
Lake Oswego to Portland Transit Project: Health Impact Assessment Program Partner Metro Funders US Centers for Disease Control and Prevention National Network of Public Health Institutes Oregon Public Health Institute www.orphi.org Prepared by: Steve White, Sara Schooley, and Noelle Dobson, Oregon Public Health Institute For more information about this report contact: Steve White, [email protected] Acknowledgements: This project relied on the time and expertise of numerous groups and individuals. Metro staff members Kathryn Sofich, Jamie Snook, Brian Monberg, and Cliff Higgins served on the Project Team and provided documentation, data, and input for all phases of the HIA. They also helped create and sustain interest within Metro for participating in this project. Other Metro staff members also provided valuable comments and critiques at the five brown bags held at Metro to talk about this project and HIA more generally. Substantial input was also provided by the project’s Advisory Committee which provided input on scoping and assessment methodology, and reviewed drafts at various stages. AC members included: Julie Early-Alberts, State of Oregon Public Health Division Gerik Kransky, Bicycle Transportation Alliance Scott France, Clackamas County Community Health John MacArthur, Oregon Transportation Research and Education Consortium Mel Rader, Upstream Public Health Maya Bhat, MPH, Multnomah County Health Department Brendon Haggerty, Clark County Public Health Joe Recker, TriMet Amy Rose, Metro Daniel Kaempff, Metro Special thanks are also due to Aaron Wernham, project director for Pew Charitable Trust’s Health Impact Project, for providing valuable insight and advice at the project’s outset regarding the coordination of HIA and Environmental Impact Statements. -
Public Transit a History of Public Transit in Portland
Hilary Pfeifer Meredith Dittmar PUBLIC TRANSIT A history of public transit in Portland Melody Owen Mark Richardson Smith Kristin Mitsu Shiga Chandra Bocci trimet.org/history Traveling through time Dear Reader, Transit plays a critical role in providing options for traveling throughout the region. It connects people to work, school, recreational destinations and essential services. It’s not just a commuter service. It’s a community asset. And the benefits extend far beyond those who ride. TriMet’s transit system is recognized as a national leader for its connection to land use. By linking land-use planning and transit, we have helped create livable communities, vibrant neighborhoods and provide alternatives to driving. Transit is also a catalyst for economic development. More than $10 billion in transit-oriented development has occurred within walking distance of MAX light rail stations since the decision to build in 1980. Developers like the permanence of rail when investing in projects. Transit is also valued by the community. Most of our riders— 81 percent—are choice riders. They have a car available or choose not to own one so they can ride TriMet. With more than 325,000 trips taken each weekday on our buses, MAX Light Rail and WES Commuter Rail, we eliminate 66 million annual car trips. That eases traffic congestion and helps keep our air clean. TriMet carries more people than any other U.S. transit system our size. Our many innovations have drawn the attention of government leaders, planners, transit providers and transit users from around the world. We didn’t start out that way. -
Informing Subterranean Transit Station Design from Existing And
Portland State University PDXScholar University Honors Theses University Honors College 6-12-2019 Informing Subterranean Transit Station Design from Existing and Future Station Typologies; an Informative Exploration of how to Develop Underground Station Design for MAX Light Rail Antonio P. Ramos-Crosier Portland State University Follow this and additional works at: https://pdxscholar.library.pdx.edu/honorstheses Let us know how access to this document benefits ou.y Recommended Citation Ramos-Crosier, Antonio P., "Informing Subterranean Transit Station Design from Existing and Future Station Typologies; an Informative Exploration of how to Develop Underground Station Design for MAX Light Rail" (2019). University Honors Theses. Paper 797. https://doi.org/10.15760/honors.815 This Thesis is brought to you for free and open access. It has been accepted for inclusion in University Honors Theses by an authorized administrator of PDXScholar. Please contact us if we can make this document more accessible: [email protected]. Informing Subterranean Transit Station Design from Existing and Future Station Typologies; an Informative Exploration of how to Develop Underground Station Design for MAX Light Rail Image 1: MAX Red line crossing the Steel Bridge, which is a key piece of infrastructure that the regional connector aims to avoid with the implementation of a new tunnel. Image taken by Antonio Crosier. By: Antonio Ramos-Crosier Advisor: Jeff Schnabel 1 MAX Regional Connector Ramos-Crosier Research Question: In anticipation of TriMet and the City -
Service Alerts – Digital Displays
Service Alerts – Digital Displays TriMet has digital displays at most MAX Light Rail stations to provide real-time arrival information as well as service disruption/delay messaging. Some of the displays are flat screens as shown to the right. Others are reader boards. Due to space, the messages need to be as condensed as possible. While we regularly post the same alert at stations along a line, during the Rose Quarter MAX Improvements we provided more specific alerts by geographical locations and even individual stations. This was because the service plan, while best for the majority of riders, was complex and posed communications challenges. MAX Blue Line only displays MAX Blue Line disrupted and frequency reduced. Shuttle buses running between Interstate/Rose Quarter and Lloyd Center stations. trimet.org/rq MAX Blue and Red Line displays page 1 – Beaverton Transit Center to Old Town MAX Blue/Red lines disrupted and frequency reduced. Red Line detoured. Shuttle buses running between Interstate/RQ and Lloyd Center. trimet.org/rq MAX Blue and Red Line displays page 2 – Beaverton Transit Center to Old Town Direct shuttle buses running between Kenton/N Denver Station, being served by Red Line, and PDX. trimet.org/rq MAC Red and Yellow displays – N Albina to Expo Center Red, Yellow lines serving stations btwn Interstate/RQ and Expo Center. trimet.org/rq. Connect with PDX shuttle buses at Kenton. MAX Red display – Parkrose Red Line disrupted, this segment running btwn Gateway and PDX. Use Blue/Green btwn Lloyd Center and Gateway, shuttles btwn Interstate/RQ and Lloyd Center. -
MAG Regional Commuter Rail System Study Update Final Report
2018 REGIONAL COMMUTER RAIL SYSTEM STUDY UPDATE Maricopa Association of Governments | May 2018 APPENDICES MARICOPA ASSOCIATION OF GOVERNMENTS REGIONAL COMMUTER RAIL SYSTEM STUDY UPDATE Appendix A: Methodology for Cost Estimating May 2018 Page intentionally left blank. Table of contents 1.0 METHODOLOGY FOR COST ESTIMATING __________________________________ 1 1.1 Purpose __________________________________________________________ 1 1.2 General __________________________________________________________ 1 1.3 Cost Estimate Format _______________________________________________ 1 1.4 Capital Cost Estimates ______________________________________________ 2 1.5 O&M Cost Estimates ________________________________________________ 2 2.0 ASSUMPTIONS AND BASIS OF ESTIMATE _________________________________ 3 2.1 General __________________________________________________________ 3 i Page intentionally left blank. ii 1.0 METHODOLOGY FOR COST ESTIMATING 1.1 Purpose The purpose of this document is to present the methodology that will be used to estimate the capital and the annual operating and maintenance (O&M) costs for the MAG System Study Update commuter rail corridors. The cost estimates will follow the methodology discussed below to the maximum extent practical given that no conceptual engineering has been completed to date. Where no detail for cost estimating is available, unit costs on a major level such as route track mile, complete station, or other lump sum will be utilized. 1.2 General The cost estimates for the MAG System Study Update are based upon: Conceptual level design or less. Recent costs experienced or estimated for the commuter rail and freight railroad industries. Costs experienced on recent commuter rail projects. Unit costs obtained from major vendors, as appropriate. Federal funding sources and will follow Federal Transit Administration and Federal Highway Administration procedures. In addition, the following will be included with the cost estimates: A comprehensive list of assumptions and all supporting documents supporting line item costs. -
Trolleys Through the Timber - Richard Thompson
Oregon Electric Railway Historical Society Volume 19 503 Issue 2 Spring 2014 Reminder to members: Please be sure your dues In this issue: are up to date. 2014 dues were due Jan 1, 2014. Trolleys Through the Timber - Richard Thompson....................1 Oregon Electric Railway Historical Society News.......................2 If it has been longer than one year since you renewed, Interpretative Center Update Greg Bonn....................................2 go to our website: oerhs.org and download an Red Trolleys in the Sun Mark Kavanagh..................................5 application by clicking: Become a Member MAX Yellow Line Lou Bowerman ..............................................6 Seattle Transit Update Roy Bonn................................................7 Tucson Sun Link Update Roy Bonn............................................9 See this issue in color on line DC Streetcar Update Roy Bonn..............................................10 at oerhs.org/transfer Pacific Northwest Transit Update Roy Bonn..............................10 Spotlight on Members: Hal Rosene ..........................................11 Trolleys Through the Timber Oregon’s Small Town Streetcar Systems By Richard Thompson The following article is excerpted from Richard's upcoming book, “Trolleys Through the Timber: Oregon's Small Town Streetcar Systems.” As the working title indicates, it will focus upon streetcars outside of Portland. This new endeavor will allow the author to further develop information about small town streetcar systems that previously appeared in his online Oregon Encyclopedia entries, and his four books for Arcadia Publishing. By the turn of the 20th century the Small town streetcar systems often relied on secondhand rolling stock. This interurban- street railway had become a vital part of like Forest Grove Transportation Company car is thought to have started life as a trailer urban transportation. -
I-205/Portland Mall: MAX Green Line Fact Sheet
I-205/Portland Mall: Expo Center Airport N MAX Green Line Portland Hillsboro Maintenance facility Ruby Junction Beaverton Gresham Snapshots Background Milwaukie Funding Ridership Since the beginning of light rail planning in the Clackamas Portland region, transportation planners have worked Sept. 2009–June 2010 (first year of service) – 4.9 million Wilsonville Total: $575.7 million toward reaching two goals—bringing light rail service FY11 – 6.9 million to Clackamas County for the first time and creating a of this activity meant that buses could not use 5th FY12 – 7.5 million north-south light rail alignment in downtown Portland. and 6th avenues during the two-and-a-half years of construction. After conducting extensive public outreach The Portland Mall opened in 1978, providing bus service $413.4 million and traffic analysis with the City of Portland, TriMet Frequency with a dedicated alignment on several blocks of 5th $23 million Federal created a bus relocation plan. State Approximately every 15 minutes during peak hours; and 6th avenues in downtown Portland. Meanwhile, approximately every 35 minutes during early morning in 1983 the completion of the northern portion of Twenty-eight bus lines that used the Portland Mall and nighttime service. Interstate 205 included a transitway parallel to much of were temporarily relocated to other downtown streets, $139.3 million the highway as it passed through Multnomah County. As the bulk of them moving to 3rd and 4th avenues. The Local Travel times the years passed, the need for high capacity transit to temporary routes included signage and shelters. When Clackamas Town Center–Gateway 16 minutes Clackamas County and on a new downtown alignment major construction ended in May 2009, buses moved Clackamas Town Center–Downtown Portland only increased. -
WSK Commuter Rail Study
Oregon Department of Transportation – Rail Division Oregon Rail Study Appendix I Wilsonville to Salem Commuter Rail Assessment Prepared by: Parsons Brinckerhoff Team Parsons Brinckerhoff Simpson Consulting Sorin Garber Consulting Group Tangent Services Wilbur Smith and Associates April 2010 Table of Contents EXECUTIVE SUMMARY.......................................................................................................... 1 INTRODUCTION................................................................................................................... 3 WHAT IS COMMUTER RAIL? ................................................................................................... 3 GLOSSARY OF TERMS............................................................................................................ 3 STUDY AREA....................................................................................................................... 4 WES COMMUTER RAIL.......................................................................................................... 6 OTHER PASSENGER RAIL SERVICES IN THE CORRIDOR .................................................................. 6 OUTREACH WITH RAILROADS: PNWR AND BNSF .................................................................. 7 PORTLAND & WESTERN RAILROAD........................................................................................... 7 BNSF RAILWAY COMPANY ..................................................................................................... 7 ROUTE CHARACTERISTICS.................................................................................................. -
Each with Its Own Distinctive Personality and Style, PORTLAND's
THE GET READY FOR YOUR 34 DOWNTOWN way to NEXT 35 OLD TOWN CHINATOWN 36 NORTHWEST PORTLAND 37 PEARL DISTRICT 38 CENTRAL EASTSIDE 39 HAWTHORNE/BELMONT . 40 DIVISION/CLINTON “10 Best in U.S.” 41 ALBERTA ARTS DISTRICT –Fodor’s Travel STREET42 MISSISSIPPI/WILLIAMS -TripAdvisor Each with its own SCENE distinctive personality and style, PORTLAND’S NEIGHBORHOODS add character to the city. ney St Pearl District NW Irving St NW Irving St ve ve A A A th oyt St th NW Hoyt St 6 6 ve ve A A Couch Park A W 1 W N St th NW Glisan St th NW Glisan 5 W 1 W N NW Flanders St ders St TRAVELPORTLAND.COM verett St NW Everett St COME VISIT US! ve e A l NW Davis St v P A Newberg, Oregon th 4 h KEEN Garage Portland t nity 0 i r 2 W 1 NW Couch St T 503.625.7385 N 505 NW 13th AVE NW NW vistaballoon.com NW W Burnside St Portland OR, 97209 405 SW ve PHOTOGRAPH BY AMYPHOTOGRAPH OUELLETTEBY ANKENY ALLEY IN OLD TOWN CHINATOWN A 33 JELD- h 3t 1 e Smith Lake Lake Force North Portland Harbor Smith Lake Columbia Slough Lake Force Columbia River Smith and Bybee Lakes Park North Portland Harbor N Swift Hwy Columbia Slough Delta Park Slough Columbia Slough Portland Intl Airport Columbia Slough Drainage Canal Drainage Canal Columbia Slough Columbia Slough Columbia Slough an Island Basin Sw Columbia Slough Columbia Slo ugh Columbia Columbia Slough Slough Beach Elem. School EAT PLAY The 1 Alder Street food cart pod (S.W.