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MAX Orange Line
Template:TMTC bullet
A two-car train on Tilikum Crossing
Overview
Other name(s)Portland–Milwaukie Light Rail[1]
StatusOperational
OwnerTriMet
LocalePortland, Oregon, U.S.
Termini
Stations17
WebsiteMAX Orange Line
Service
TypeLight rail
SystemMAX Light Rail
Operator(s)TriMet
Rolling stock
Daily ridership11,500 (as of September 2019)[2]
History
OpenedSeptember 12, 2015 (2015-09-12)
Technical
Line length7.3 mi (11.7 km)[a]
Number of tracks2
CharacterAt-grade and elevated
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Electrification750 V DC, overhead catenary
Maximum incline6.86%[4]
Route diagram

Legend
Portland Transit Mall (NW Glisan St)
 
Most southbound Yellow Line
trains become Orange Line
 
 Union Station/​Northwest 5th & Glisan
Amtrak
 Union Station/​Northwest 6th & Hoyt
Amtrak
 Northwest 5th & Couch
Northwest 6th & Davis
Southwest 5th & Oak
Southwest 6th & Pine
Eastside MAX (SW Morrison St)
 Pioneer Place/​Southwest 5th
Pioneer Courthouse/​Southwest 6th
Eastside MAX (SW Yamhill St)
 City Hall/​Southwest 5th & Jefferson
Southwest 6th & Madison
B NS (SW Market St)
 PSU Urban Center/​Southwest 5th & Mill
Portland Streetcar
A NS (SW Mill St/SW Montgomery St)
 PSU Urban Center/​Southwest 6th & Montgomery
Portland Streetcar
 PSU South/​Southwest 5th & Jackson
PSU South/​Southwest 6th & College
Terminus
Most northbound Orange Line
trains become Yellow Line
 Lincoln Street/​Southwest 3rd Avenue
NS (SW Moody Ave)
South Waterfront/​South Moody
Portland Streetcar
Tilikum Crossing over Willamette River
OMSI/​Southeast Water
Portland Streetcar
A B
 Clinton Street/​Southeast 12th Avenue
Southeast 17th Avenue and Rhine Street
Southeast 17th Avenue and Holgate Boulevard
SE Harold (planned)
Southeast Bybee Boulevard
Southeast Tacoma/​Johnson Creek
Parking
 Milwaukie/​Main Street
Southeast Park Avenue
Parking
This diagram:

The MAX Orange Line is a light rail service in Portland, Oregon, United States, operated by TriMet as part of the MAX Light Rail system. It connects Portland City Center south to Portland State University (PSU), Southeast Portland, Milwaukie, and Oak Grove. The service originates near Portland Union Station and runs southbound only along the Portland Transit Mall on 5th Avenue. From there, it operates the 7.3-mile (11.7 km) Portland–Milwaukie Light Rail segment through the South Waterfront, across the Willamette River into Southeast Portland, then south to Oak Grove, just outside of Milwaukie proper in unincorporated Clackamas County. The line serves 17 stations between Union Station/Northwest 5th & Glisan and Southeast Park Avenue. It runs for 201⁄2 hours daily with a minimum headway of 15 minutes during most of the day.

The Portland–Milwaukie Light Rail Project was the second part of the two-phased South Corridor Transportation Project, which expanded light rail to Interstate 205 (I-205) and the Portland Transit Mall in its first phase. This MAX extension, which followed years of failed light rail plans for Clackamas County, began construction work in mid-2011. As part of the project, TriMet built the first major "car-free" bridge in the United States over the Willamette River and named it Tilikum Crossing. The extension opened to Orange Line service on September 12, 2015. It carried an average of 11,500 daily weekday riders in September 2019.

The Orange Line operates as a southbound through service of the Yellow Line from Union Station/Northwest 5th & Glisan station, sharing its transit mall alignment on 5th Avenue with the Green Line. From PSU South/Southwest 6th and College station, the Orange Line through operates into the Yellow Line as a northbound service of the transit mall on 6th Avenue and bound for Expo Center station in North Portland.

History

Early proposals to Clackamas County

In 1975, the Columbia Region Association of Governments (CRAG) proposed a series of "transitway" corridors in the Portland metropolitan area amid calls to transfer federal assistance funds from the canceled Mount Hood Freeway project to other projects in the region.[5][6] This proposal, which CRAG adopted in an interim transportation plan, primarily envisioned buses to serve these corridors, but also proposed a single light rail corridor running from downtown Portland to Oregon City in Clackamas County with a spur line from Milwaukie to Lents, both primarily along old Portland Traction Company rights-of-way.[7] Indecision regarding the exact use of the transfer money, as requested by the Federal Highway Administration,[8] led to a delay in acquiring the funds.[9][10] That November, regional transit agency TriMet lost its option to purchase used PCC streetcars from Toronto, which it had hoped to use on the proposed Portland–Oregon City line,[11] after the Toronto Transit Commission declined to renew TriMet's hold.[12]

The following year, the Portland City Council separately approved the addition of a busway component to I-205, a freeway that had been under construction at the time in Portland's east side;[13] this corridor, which would be called the I-205 Transitway, ran physically separated but parallel to the freeway.[14] The I-205 Transitway's realization led TriMet to redirect priority to developing the Banfield Transitway,[15]: 31  a similarly planned stretch of I-84 connecting I-5 in downtown Portland east to I-205.[16]: ii  The Banfield Transitway Project, originally proposed as another busway,[17] was allocated the transfer funds and ultimately built with light rail.[18][19] Portland's first light rail line—the first segment of the Metropolitan Area Express (MAX)—began operating between Gresham and Portland on September 5, 1986.[20]

Several months before the inauguration of MAX, regional government Metro (the successor to CRAG) renewed talks regarding an extension of light rail from Portland to Milwaukie and up to Oregon City via McLoughlin Boulevard, as well as proposed turning the I-205 Transitway between Portland International Airport and Clackamas Town Center into another light rail line.[21] During this time, TriMet had already been planning for a westside extension of MAX to Hillsboro in Washington County, which the agency wanted to prioritize.[22] Noting that federal funds could only be spent on one light rail project at a time, Metro's Joint Policy Advisory Committee on Transportation (JPACT) placed the I-205 light rail line as its second priority due to the existing I-205 Transitway right-of-way and the McLoughlin Boulevard line to third priority.[23] Despite this, both Clackamas and Washington counties disputed over the federal money.[24][25] To settle the dispute, Metro released a regional transportation plan (RTP) that reasserted the westside line's priority in January 1989.[26]

Failed South/North Line

See also: MAX Light Rail § South/North proposal

Metro's RTP, however, commissioned studies for the I-205 and McLoughlin Boulevard light rail proposals.[26][27] In September 1989, Oregon Senator Mark Hatfield and Washington Senator Brock Adams, who were members of the U.S. Senate Committee on Appropriations, helped get approved a $2 million financing package from the federal government to assess both segments. At the request of the two senators, a segment further north to Vancouver and Clark County in Washington became part of the proposals.[28][29] As the studies analyzed various alternative routes, the project's advisory committee increasingly favored an alignment closer to downtown Portland along the busier I-5 and Willamette River corridors.[30] In 1994, Metro finalized a 25-mile (40 km) route from Hazel Dell, Washington through downtown Portland to Clackamas Town Center, which TriMet officially called the "South/North Line".[31][32]: 80 

That November, "nearly two-thirds" of Oregonian voters in the Portland metropolitan area voted in support of a $475 million bond measure to provide Oregon's local-area share of the project's estimated $2.8 billion cost.[33] Three months later, 69 percent of voters in Clark County rejected increases in sales and vehicle excise taxes that would have provided that county's $237.5 million share.[34][35] Planning for the South/North Line later resumed when TriMet released a revision of the project that scaled the line's northern half back to the Rose Quarter and eliminated its North Portland and Clark County segments.[36] To fill the funding gap that resulted from the exclusion of Clark County, the Oregon House of Representatives passed a $750 million transportation package that included $375 million for the project.[37] The Oregon Supreme Court promptly struck down this funding due to the inclusion of unrelated measures, which violated the state's constitution.[38][39] In February 1996, state legislators revised the package,[38] but light rail opponents forced a statewide vote in November that ultimately prevented the use of state funds.[40]

In an effort to regain the support of North Portland residents, who had historically voted in favor of light rail, and to avoid seeking funding from the state,[41] TriMet announced a third plan in February 1997 that proposed a 15-mile (24 km) line from Lombard Street in North Portland to Clackamas Town Center.[42] The Portland City Council later extended this alignment through North Portland, and it would have terminated another mile north of Lombard Street in Kenton.[43] In August, due to the wording on the original ballot passed in 1994, which described the line extending into Clark County, the TriMet board elected to reaffirm voter support by drafting a new $475 million bond measure.[44] Portland area residents voted on the measure on November 3, 1998, and those against it narrowly won by 52 percent to 48 percent, effectively canceling the project.[45] Despite the project's defeat, North Portland residents and city business leaders continued to push for light rail in North Portland.[46][47] In 1999, they urged TriMet to revive the northern portion of the South/North Line,[48] which led to the opening of the Interstate MAX and the commencement of Yellow Line service in 2004.[49][50]

Revival and funding

The Portland–Milwaukie Light Rail Bridge, later inaugurated as Tilikum Crossing, under construction in 2013

In May 2001, JPACT revisited transit plans for I-205 and McLoughlin Boulevard and in the following month announced the $8.8 million South Corridor transportation study, which evaluated different mode alternatives for each corridor.[51][52] In 2003, the committee narrowed down five alternatives, which included building both light rail lines, a combination of one light rail service and one improved bus service, bus rapid transit, and dedicated bus lanes.[53] After public meetings, they recommended building both light rail options.[54] JPACT decided that the first MAX line to Clackamas County should be along the I-205 Transitway from Gateway to Clackamas Town Center, but that this would be the first phase of a two-part expansion, with a Portland–Milwaukie line as the second phase.[55] They later amended the first phase to include extending light rail along the Portland Transit Mall when planning for the second phase revealed that a fourth service along the existing downtown tracks on Morrison and Yamhill streets, served already by the Blue, Red, and Yellow lines, would push that alignment to maximum capacity.[56]: P-2 [57] The transit mall reopened with light rail in August 2009 with service from the newly rerouted Yellow Line.[58] The I-205 MAX extension opened the following month with service from the Green Line.[59][60]

Meanwhile, planning for the Portland–Milwaukie line continued, including the study of and public input on several different alternatives for the exact route. In July 2008, Metro adopted a locally preferred alternative (LPA) alignment that originated at the southern end of the Portland Transit Mall and terminated at Southeast Park Avenue in Oak Grove, just south of Milwaukie proper in unincorporated Clackamas County, rather than at Southeast Lake Road in downtown Milwaukie as it had been planned in 2003.[61]: 3, 5  The LPA also reaffirmed decade-long calls for a new bridge that would carry MAX and the Portland Streetcar over the Willamette River instead of using the Hawthorne Bridge.[62][63] Originally planned to run between RiverPlace on the west end and the Oregon Museum of Science and Industry (OMSI) on the east end, the LPA introduced several new alternatives for this bridge that repositioned its west end farther south in the South Waterfront.[61]: 6–9  TriMet also designed this new bridge to be "car-free", accommodating only transit vehicles, bicycles, and pedestrians and banning private vehicles—the first such major bridge in the United States.[64][65]

The Portland–Milwaukie Light Rail Project was budgeted at $1.49 billion (equivalent to $1.87 billion in 2023 dollars), of which federal funding covered $745.18 million under the New Starts program.[66] Despite TriMet's request for a 60-percent federal share, the Federal Transit Administration (FTA) only committed 50 percent to the total cost, lower than any previous MAX project.[67] Oregon provided the second largest share at $355.2 million, mostly sourced from state lottery bond proceeds. Metro, TriMet, Clackamas County, Portland, Milwaukie, and in-kind property donations contributed a total of $249.33 million to the remaining local-match funds. TriMet and the FTA entered into a funding agreement in May 2012.[66] Clackamas County had originally agreed to allocate $25 million to the project but negotiated a reduction to $22.6 million that August amid the placement of Measure 3-401,[68] an anti-light rail initiative, by light rail opponents on a special election ballot. The measure stipulated voter approval before officials could spend funds to finance, design, construct, or operate rail lines in the county.[69] On September 18, Measure 3-401 passed with 60 percent of the vote.[70] In the aftermath, Clackamas County attempted to end its involvement with the project, appealing to TriMet to terminate the extension at Southeast Tacoma/Johnson Creek station instead, just north of the county line. TriMet filed a lawsuit, and a circuit court upheld the county's financial obligation and the project's continuation in July 2013.[15]: 95–96 

Construction and opening

Riders at Milwaukie/Main Street station on opening day

On April 5, 2011, the FTA approved the start of the Portland–Milwaukie line's final design.[71][72] This approval meant that TriMet could begin purchasing right-of-way and construction materials.[71] Construction began later on June 30, initially limited to work at the site of the new Willamette River crossing,[73] which took the temporary name "Portland–Milwaukie Light Rail Bridge".[74] Right-of-way preparation work, such as utility relocation, commenced later that year.[75][76] By 2013, major light rail construction work had started in Clackamas County.[77] As part of construction, safety improvements were made at several street-level crossings in Southeast Portland and Milwaukie, which allowed these crossings to be designated quiet zones where freight and MAX trains do not have to use their horns when going through an intersection.[78] By that July, the project had been completed by 50 percent.[79] In April 2014, TriMet officially named the new bridge "Tilikum Crossing, Bridge of the People", which it selected among over 9,500 public submissions.[80] The agency also purchased 18 new Siemens S70 vehicles to serve the expansion; designated as "Type 5", the first car arrived in Portland that September.[81] As construction finished the following year, the line was up to $40 million under budget. A petition from Senator Jeff Merkley led the FTA to approve the addition of switch heaters, catenary ice caps, and additional station shelters, totaling $3.6 million.[82]

On May 15, 2015, the first trips with passengers at regular operating speed along the full length of the 7.3 miles (11.7 km) Portland–Milwaukie extension carried around 500 people, including Governor Kate Brown and Senator Merkley.[83] On August 30, test trains began running along the entire Orange Line route, ahead of the following month's opening date.[84] The Portland–Milwaukie extension opened for service on September 12 at 11 am.[85][86] The Orange Line became interlined with the Yellow Line, taking over the latter's southbound 5th Avenue segment of the Portland Transit Mall. TriMet claimed separating the lines would allow it to better control service frequencies from North Portland and Milwaukie to downtown Portland, as it expected higher ridership along the Orange Line. It also anticipated few riders from these communities traveling beyond the city center.[87]

Route

See also: Portland Transit Mall
MAX at the south end of downtown Portland, on the viaduct carrying it over Harbor Drive and River Parkway

The Orange Line serves the Portland–Milwaukie extension, which is 7.3 miles (11.7 km) long.[a] Service originates near Portland Union Station at Union Station/Northwest 5th & Glisan station where southbound Yellow Line trains through operate into the Orange Line to serve the southbound 5th Avenue segment of the Portland Transit Mall. Conversely, the Yellow Line serves the northbound 6th Avenue segment as through-routed continuations of northbound Orange Line trains.[88] Just south of the PSU South stations, the tracks travel east along the median of Southwest Lincoln Street to a stop on 3rd Avenue. Leaving the station, the line continues east along Lincoln to an elevated viaduct at an intersection with Naito Parkway.[89] The viaduct carries the line over Harbor Drive and River Parkway to South Waterfront/Southwest Moody station where tracks merge with those of the Portland Streetcar's Loop Service and then cross the Willamette River on Tilikum Crossing.[90][91]

On the opposite end of Tilikum Crossing, the streetcar tracks split off and Orange Line trains make a stop at OMSI/Southeast Water station. After stopping at OMSI, the tracks turn southeast and run parallel to the Union Pacific Railroad,[92][93] making an intermediate stop at Clinton Street/Southeast 12th Avenue station.[94] At Southeast 17th Avenue, the line turns south and runs along the median of 17th Avenue with stops at Holgate Boulevard and Rhine Street.[95] It exits the median just north of McLoughlin Boulevard and runs parallel to this road and Portland and Western and Union Pacific rights-of-way through to Milwaukie.[96]: 15–16  After a stop at Milwaukie/Main Street station in downtown Milwaukie,[97] the line enters an elevated viaduct called the Kellogg Bridge, which carries the line across Kellogg Lake to 22nd Avenue.[90] From here, the tracks leave the viaduct and again travel at grade alongside McLoughlin Boulevard through to a three-track stub terminal at Park Avenue and McLoughlin Boulevard in Oak Grove, just south of Milwaukie proper.[98][99]

Map
A geographic map of the MAX Orange Line (in red) relative to the rest of the network (in black) with icons marking the line's termini. The official system schematic can be viewed on the TriMet website.

Stations

Further information on the stations, including TriMet bus connections: List of MAX Light Rail stations
Stations on the Orange Line
The platform of Union Station NW 5th & Glisan station with riders waiting near the shelter and the Portland Union Station clock tower in the background
Most southbound Yellow Line trains switch to Orange Line service at Union Station/Northwest 5th & Gilsan
Southeast Bybee Boulevard station
Southeast Park Avenue station, the Orange Line's southern terminus

The Portland–Milwaukie extension consists of ten stations between Lincoln Street/Southwest 3rd Avenue and Southeast Park Avenue. Of these ten stations, two are within Clackamas County: Milwaukie/Main Street in downtown Milwaukie and Southeast Park Avenue in Oak Grove. The Orange Line is the only service that serves the Portland–Milwaukie segment. It also serves seven stations in downtown Portland along the southbound segment of the Portland Transit Mall on 5th Avenue; these are shared with the Green Line. Transfers to the Yellow Line, which runs northbound from PSU South in downtown Portland to the Expo Center, can be made at any of the seven stations along the transit mall's 6th Avenue alignment, although most northbound Orange Line trains through operate into the Yellow Line. Transfers to the Blue Line and the Red Line are available at Pioneer Place/Southwest 5th station. The Orange Line also provides connections to local and intercity bus services at several stops across the line, Amtrak near Union Station/Northwest 5th & Glisan station,[88] and the Portland Streetcar at the PSU Urban Center/Southwest 5th & Mill and OMSI/Southeast Water stations.[100]

In 2015, TriMet proposed installing turnstiles to access paid fare zones within the Southeast Bybee Boulevard and Southeast Park Avenue stations as part of a future pilot program to test the Hop Fastpass automated fare collection system. As of 2020, these plans have yet to materialize.[101]

Key
† Terminus
↓ Southbound travel only
Station Location Commenced Line transfers[102] Other connections and notes[102][88][b]
colspan=5 style="background:#Template:TMTC color;" |
Union Station/Northwest 5th & Glisan†↓ Portland
Transit
Mall
[c] 		September 12, 2015 [[MAX Green Line|Template:TMTC bullet]] [[MAX Yellow Line|Template:TMTC bullet]] Amtrak Amtrak
Intercity bus service Greyhound, POINT, TCTD
Serves Portland Union Station
Northwest 5th & Couch↓ [[MAX Green Line|Template:TMTC bullet]] [[MAX Yellow Line|Template:TMTC bullet]] —
Southwest 5th & Oak↓ [[MAX Green Line|Template:TMTC bullet]] [[MAX Yellow Line|Template:TMTC bullet]] —
Pioneer Place/Southwest 5th↓ [[MAX Blue Line|Template:TMTC bullet]] [[MAX Green Line|Template:TMTC bullet]] [[MAX Red Line|Template:TMTC bullet]] [[MAX Yellow Line|Template:TMTC bullet]] Serves the Pioneer Courthouse, Pioneer Courthouse Square
City Hall/Southwest 5th & Jefferson↓ [[MAX Green Line|Template:TMTC bullet]] [[MAX Yellow Line|Template:TMTC bullet]] —
PSU Urban Center/Southwest 5th & Mill↓ [[MAX Green Line|Template:TMTC bullet]] [[MAX Yellow Line|Template:TMTC bullet]] Tram interchange Portland Streetcar
Serves Portland State University
PSU South/Southwest 5th and Jackson↓ [[MAX Green Line|Template:TMTC bullet]] [[MAX Yellow Line|Template:TMTC bullet]] Serves Portland State University
Lincoln Street/Southwest 3rd Avenue Portland — —
South Waterfront/Southwest Moody — Tram interchange Portland Streetcar
Serves OHSU Robertson Life Sciences Building, Tilikum Crossing
OMSI/Southeast Water — Tram interchange Portland Streetcar
Serves OMSI, Tilikum Crossing
Clinton Street/Southeast 12th Avenue — —
Southeast 17th Avenue and Rhine Street — —
Southeast 17th Avenue and Holgate Boulevard — —
Southeast Bybee Boulevard — —
Southeast Tacoma/Johnson Creek — —
Milwaukie/Main Street Milwaukie — —
Southeast Park Avenue† — —

Service

MAX along the median of Southeast 17th Avenue, passing TriMet's Operations Headquarters

As of October 2020, the Orange Line operates for approximately 201⁄2 per day on weekdays with the first train arriving as a southbound service at Union Station/Northwest 5th & Glisan station at 5:02 am. The first northbound train later departs Southeast Park Avenue station at 6:14 am. End-to-end travel takes approximately 35 minutes.[103] During peak hours, some Orange Line trains do not become Yellow Line trains and instead loop back along the Transit Mall to return to Milwaukie. This is due to higher projected ridership along the Orange Line than the Yellow Line.[87] The last Milwaukie-bound train departs Union Station/Northwest 5th & Glisan station at 12:02 am and the last Portland City Center-bound train departs Southeast Park Avenue station at 12:56 am. Fewer trains run during the weekends.[103] TriMet designates the Orange Line as a "Frequent Service" route, running on a headway of 15 minutes during most of the day, which extends up to 30 minutes in the early morning and late evening hours.[104] In the late evenings, the Orange Line is supplemented by TriMet bus route 291–Orange Night Bus, which runs south from downtown Portland to Milwaukie following the Orange Line route. Two trips run during the weekdays and one trip on Saturday and Sunday.[105][106]

Ridership

The Orange Line is the least busy MAX service, averaging 11,500 riders on weekdays in September 2019,[2] down from 11,750 for the same month in 2018.[107] Forecasts used to help justify federal funding for the project predicted 17,000 average weekday trips in 2016 but by October of that year, the Orange Line had served less than 11,000.[108]

Explanatory notes

  1. ^ a b TriMet publications only provide the total length of the Portland–Milwaukie extension, i.e., the 7.3-mile (11.7 km) section that was newly built. The total length of Orange Line service, which includes a segment of the Portland Transit Mall, is undetermined.[3]: 4 
  2. ^ This list of service connections excludes TriMet bus connections. For a complete list that includes all transfers, see: List of MAX Light Rail stations.
  3. ^ Most Orange Line trains on the Portland Transit Mall travel southbound only. Most northbound trains through operate into the Yellow Line bound for Expo Center in North Portland at PSU South/Southwest 6th and College.

References

  1. ^ "PMLR Project History". TriMet. Archived from the original on March 2, 2019. Retrieved September 27, 2020.
  2. ^ a b "September 2019 Monthly Performance Report" (PDF). TriMet. Archived (PDF) from the original on April 26, 2020. Retrieved January 9, 2020.
  3. ^ "Portland–Milwaukie MAX Orange Line" (PDF). TriMet. July 2016. Archived (PDF) from the original on April 23, 2019. Retrieved May 14, 2019.
  4. ^ Simons, Vic (December 2015). "Portland: Green meets Orange". Tramways & Urban Transit. UK: LRTA Publishing. pp. 473–478. ISSN 1460-8324.
  5. ^ "Meetings on transit ideas slated". The Oregonian. May 4, 1975. p. C2. Archived from the original on January 5, 2021. Retrieved April 25, 2020.
  6. ^ Hortsch, Dan (September 28, 1975). "Mt. Hood Freeway may be dead – but it's still kicking". The Sunday Oregonian. p. D1. Retrieved April 25, 2020 – via NewsBank.
  7. ^ Hortsch, Dan (September 28, 1975). "Transferred money would go toward multiplicity of confusing projects". The Oregonian. p. D1. Retrieved April 25, 2020 – via NewsBank.
  8. ^ "Freeway fund report delayed". The Oregonian. December 19, 1975. p. F8.
  9. ^ Mosey, Ed (January 8, 1976). "Delay urged in deciding use of Mt. Hood freeway funds". The Oregonian. p. A24.
  10. ^ Hortsch, Dan (January 23, 1976). "Shift of freeway funds stirs complex situation". The Oregonian. p. A15.
  11. ^ "Bus firm OKs option to buy 15 old streetcars". The Oregonian. May 7, 1974. p. 6.
  12. ^ Hobart, Sue (November 30, 1975). "Tri-Met loses option to buy used streetcars". The Oregonian. p. D6. Retrieved April 25, 2020 – via NewsBank.
  13. ^ Collins, Huntly (June 4, 1976). "City Council OKs I-205 completion". The Oregonian. p. B1.
  14. ^ "Tri-Met board okays I-205 busway concept". The Oregonian. February 3, 1976. p. A8. Retrieved April 25, 2020 – via NewsBank.
  15. ^ a b Selinger, Philip (October 2019). "Making History: 50 Years of Transit in the Portland Region" (PDF). TriMet. Archived from the original (PDF) on February 25, 2020. Retrieved February 25, 2020.
  16. ^ United States. Federal Highway Administration; United States. Urban Mass Transportation Administration; Oregon. State Highway Division (August 1980). Banfield Transitway Project: Light Rail Transit Line and Banfield Freeway Improvements: Final Environmental Impact Statement (Report). TriMet Collection. Archived from the original on January 5, 2021. Retrieved June 12, 2020.
  17. ^ "Meetings on transit ideas slated". The Oregonian. May 4, 1975. p. C2.
  18. ^ Hortsch, Dan (September 27, 1978). "Tri-Met board votes to back Banfield light-rail project". The Oregonian. p. F1.
  19. ^ Alesko, Michael (November 17, 1978). "CRAG endorses light rail plan". The Oregonian. p. D3.
  20. ^ Federman, Stan (September 5, 1986). "All aboard! MAX on track; ride free". The Oregonian. p. 1.
  21. ^ "Where's east side light rail going next?". The Oregonian. April 3, 1986. p. 2.
  22. ^ 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.
  23. ^ Bodine, Harry (October 27, 1987). "Panel puts top priority on mass transit, major highway projects". The Oregonian. p. B4.
  24. ^ Green, Ashbel (October 6, 1988). "County officials debate light-rail routes". The Oregonian. p. W1.
  25. ^ Kohler, Vince (January 17, 1991). "Clackamas County seeks federal money for rail line". The Oregonian. p. C2.
  26. ^ a b Bodine, Harry (January 14, 1989). "Metro OKs $1.5 billion transit plan". The Oregonian. p. D1.
  27. ^ Mayer, James (April 9, 1989). "Tri-Met looks to the future: The success of MAX sparks dreams of expanding". The Oregonian. p. A1.
  28. ^ 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.
  29. ^ Stewart, Bill (January 12, 1993). "County light-rail project gains momentum". The Oregonian. p. B2.
  30. ^ Oliver, Gordon (March 11, 1993). "Citizens advisory committee endorses pair of light-rail routes". The Oregonian. p. B3.
  31. ^ Maves, Norm Jr. (October 27, 1994). "25-mile route encompasses hundreds of steps". The Oregonian. p. 1. Retrieved April 27, 2020 – via NewsBank.
  32. ^ Selinger, Philip (2015). "Making History: 45 Years of Transit in the Portland Region" (PDF). TriMet. pp. 80, 83–85. OCLC 919377348. Archived from the original on May 9, 2018. Retrieved July 26, 2018.{{cite web}}: CS1 maint: unfit URL (link)
  33. ^ Oliver, Gordon (November 10, 1994). "One down, more to go for reality of north–south rail line". The Oregonian. p. C10. Retrieved April 27, 2020 – via NewsBank.
  34. ^ Oliver, Gordon (February 8, 1995). "Clark County turns down north–south light rail". The Oregonian. p. 1. Retrieved April 27, 2020 – via NewsBank.
  35. ^ Oliver, Gordon (February 9, 1995). "Light-rail rejection stirs doubt on project". The Oregonian. p. C1. Retrieved April 27, 2020 – via NewsBank.
  36. ^ Oliver, Gordon; Stewart, Bill (March 1, 1995). "MAX may skip Clark County, N. Portland". The Oregonian. p. B1. Retrieved April 27, 2020 – via NewsBank.
  37. ^ Green, Ashbel S.; Mapes, Jeff (August 4, 1995). "Legislature is finally working on the railroad". The Oregonian. p. A1.
  38. ^ a b "Some light-rail history". The Oregonian. October 7, 1996. p. A8.
  39. ^ Spicer, Osker (January 31, 1996). "Light-rail would be good for areas". The Oregonian. p. C2.
  40. ^ Oliver, Gordon; Hunsenberger, Brent (November 7, 1996). "Tri-Met still wants that rail line to Clackamas County". The Oregonian. p. D1. Retrieved April 27, 2020 – via NewsBank.
  41. ^ Oliver, Gordon (February 12, 1997). "South–North light-rail issue keeps on going". The Oregonian. p. A1. Retrieved April 27, 2020 – via NewsBank.
  42. ^ Oliver, Gordon (February 12, 1997). "Returning to light rail". The Oregonian. p. A20. Retrieved April 27, 2020 – via NewsBank.
  43. ^ Stewart, Bill (June 19, 1998). "Portland officially maps a South–North rail line". The Oregonian. p. B3. Retrieved April 27, 2020 – via NewsBank.
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