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MAX Green Line
A two-car train on the Portland Transit Mall
Overview
Other name(s)I-205/Portland Mall Light Rail Project[1]
OwnerTriMet
LocalePortland, Oregon, U.S.
Termini
Stations30
WebsiteMAX Green Line
Service
TypeLight rail
SystemMAX Light Rail
Operator(s)TriMet
Daily ridership19,160 (as of September 2019)[2]
History
OpenedSeptember 12, 2009 (2009-09-12)[a]
Technical
Line length6.5 mi (10.5 km) (I-205)
1.8 mi (2.9 km) (Portland Mall)
15 mi (24.1 km) (Green Line)[b]
Number of tracks2
CharacterAt-grade, elevated, and underground
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
ElectrificationOverhead line, 750 V DC
Route diagram

Legend
Portland–Milwaukie Light Rail
PSU South/​Southwest 6th & College │ Terminus (Northbound)
PSU South/​Southwest 5th & Jackson
PSU Urban Center/​Southwest 6th & Montgomery
Portland Streetcar
A NS (SW Mill/SW Montgomery St)
 PSU Urban Center/​Southwest 5th & Mill
Portland Streetcar
B NS (SW Market St)
 Southwest 6th & Madison
City Hall/​Southwest 5th & Jefferson
Eastside MAX (SW Yamhill St)
 Pioneer Courthouse/​Southwest 6th
Pioneer Place/​Southwest 5th
Eastside MAX (SW Morrison St)
 Southwest 6th & Pine
Southwest 5th & Oak
Northwest 6th & Davis
Northwest 5th & Couch
Union Station/​Northwest 6th & Hoyt
Amtrak
 Union Station/​Northwest 5th & Glisan │ Terminus (Southbound)
Amtrak
Eastside MAX (NW 1st Ave)
Steel Bridge over Willamette River
Interstate MAX
 Rose Quarter Transit Center
I-5.svg I-5
 Convention Center
Portland Streetcar
B (NE Grand Ave)
A (NE 7th Ave)
 Northeast 7th Avenue
Portland Streetcar
 Lloyd Center/​Northeast 11th Avenue
Hollywood/​Northeast 42nd Avenue
Northeast 60th Avenue
Northeast 82nd Avenue
I-84.svgI-205.svg I-84 / I-205
 Gateway/​Northeast 99th Avenue Transit Center
Parking
Eastside MAX │ Airport MAX
 Southeast Main Street
Parking
I-205.svg I-205
 Southeast Division Street
Southeast Powell Boulevard
Parking
 Southeast Holgate Boulevard
Parking
 Lents Town Center/​Southeast Foster Road
Southeast Flavel Street
Southeast Fuller Road
Parking
 Clackamas Town Center Transit Center
Parking
This diagram:

The MAX Green Line is a light rail service in Portland, Oregon, United States, operated by TriMet as part of the MAX Light Rail system. It is 15 miles (24.1 km) long and serves 30 stations from the PSU South stations to Clackamas Town Center Transit Center; it connects Portland State University (PSU), Portland City Center, Northeast Portland, Southeast Portland, and Clackamas. The Green Line is the only service that shares parts of its route with the four other MAX services, sharing the Portland Transit Mall with the Orange and Yellow lines and the Banfield segment of the Eastside MAX with the Blue and Red lines. Southbound from Gateway/Northeast 99th Avenue Transit Center, it operates the Interstate 205 (I-205) segment through to Clackamas Town Center. Service runs for approximately 211⁄2 hours daily with a headway of 15 minutes during most of the day. It is the third-busiest line in the system, carrying an average of 19,160 riders per day on weekdays in September 2019.

Planning for light rail in Clackamas County began with a proposal in the mid-1980s to build two separate lines, of which one was envisioned from Portland International Airport to Clackamas Town Center using the I-205 busway. Feasibility studies conducted in the early 1990s shifted plans away from I-205 and culminated in the South/North Corridor project, which failed to secure voter-backed funding over several ballot measures. In 2001, regional planners unveiled the South Corridor Transportation Project, a two-phased revision of the South/North project that sought light rail for I-205 and the Portland Transit Mall in its first phase. With the support of local residents, the I-205/Portland Mall Light Rail Project was approved in 2003. Construction began in early 2007 and spanned over two years. The project opened in two phases starting with the Portland Transit Mall in August 2009 and I-205 the following month. Green Line service commenced on September 12, 2009.

TriMet had intended to extend MAX to Southwest Portland, Tigard, and Tualatin with the Southwest Corridor Light Rail Project. The 13-station, 11-mile (18 km) extension would have begun construction in 2022 and opened in 2027 with service from the Green Line. On November 3, 2020, voters declined a tax ballot measure that would have provided local funding, putting the project on hold.

I-205 history

[edit]

Early proposals

[edit]
See also: MAX Light Rail § South/North plan

While construction of what would become the eastside segment of the Metropolitan Area Express (MAX) between downtown Portland and Gresham progressed in the mid-1980s,[4] regional government Metro unveiled plans for the Portland metropolitan area's next light rail line to serve Clackamas County. Metro proposed two routes: one between Portland International Airport and Clackamas Town Center via the I-205 freeway,[5] and another between downtown Portland, Milwaukie, and Oregon City via McLoughlin Boulevard.[6] A panel of local and state officials known as the Joint Policy Advisory Committee on Transportation (JPACT) endorsed the I-205 route in 1987 with a request to start preliminary engineering for light rail along this corridor in lieu of an originally planned busway.[7][8] Their preferred alignment had been the I-205 busway, a partially completed, grade-separated transit right-of-way built during I-205's construction several years prior.[9] Regional transit agency TriMet, however, wanted an extension of MAX westward to Hillsboro in Washington County to take priority for federal funding, so the agency called on local businesses and governments in Clackamas County to subsidize the proposed $88 million I-205 route.[10]

A dispute between Washington and Clackamas county officials followed, with Clackamas County vying for additional federal assistance, including $17 million in excess funds sourced from the partially realized I-205 busway.[11][12] In an effort to settle the dispute, Metro updated its regional transportation plan (RTP) in January 1989 to reassert the westside line's priority and commission preliminary work for the I-205 and McLoughlin Boulevard proposals.[13] The U.S. Senate Committee on Appropriations approved a financing package later in September, which provided $2 million to assess the two segments, but at the behest of U.S. Senators Mark Hatfield of Oregon and Brock Adams of Washington, who were members of the committee, a segment further north to Clark County, Washington became part of the proposals.[14][15]

Alignment studies initially examined extending the proposed I-205 route further north across the Columbia River to Vancouver Mall or the Clark County Fairgrounds.[15][16] As the studies analyzed various alternative routes, however, support shifted to an alignment along the busier I-5 and Willamette River corridors.[17] A 25-mile (40 km) route from Hazel Dell, Washington through downtown Portland to Clackamas Town Center called the "South/North Corridor" was finalized in 1994.[18] Estimated to cost around $2.8 billion, Portland area voters approved a $475 million bond measure in November 1994 to cover Oregon's share.[19] A Clark County vote to fund Washington's portion, which would have been sourced through sales and vehicle excise tax increases, was subsequently defeated on February 7, 1995.[20] TriMet later sought funding for various scaled-back revisions of the South/North project following a general route between North Portland and Clackamas Town Center that voters went on to reject in 1996 and 1998.[21][22] In 1997, an unsolicited proposal from engineering company Bechtel led to a public–private partnership that built an extension of MAX to Portland International Airport using the northern half of the I-205 busway from Gateway/Northeast 99th Avenue Transit Center; this extension opened in 2001 with service from the Red Line.[23]

Revival and funding

[edit]
Photograph of the MAX Green Line under construction shows the underpass under Glisan Street and two new track lines—one completed. They are next to the Blue Line tracks at right in this photo. The exit ramp from northbound I-205 to Glisan Street is at the left.
Construction under way along I-205 north of Burnside Street in 2008, with the Eastside MAX tracks on the right

In May 2001, JPACT revisited its transit plans for the I-205 and McLoughlin Boulevard corridors,[24] announcing the $8.8 million South Corridor Transportation Study the following month.[25] The study narrowed down five transit alternatives in January 2003; this 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.[26] JPACT recommended both light rail options using a two-phased development plan; the I-205 line would be built by 2009,[27] followed by a Portland–Milwaukie line via McLoughlin Boulevard five years later.[28] The existing I-205 busway right-of-way and a potential for no new taxes were two factors that led to the selection of the I-205 corridor for the first phase.[29] With the approval of local residents,[30][31] affected jurisdictions had endorsed the South Corridor Transportation Project by April 2003.[27][32] Plans were amended the following October to include adding light rail to the Portland Transit Mall in downtown Portland in the first phase.[33]: P-2  TriMet published the combined "I-205/Portland Mall" final environmental impact statement in November 2004 and commenced land acquisition a year later.[34][35]

The federal government approved the project on February 7, 2006.[36] The combined project was budgeted at $575.7 million (equivalent to $795 million in 2023 dollars),[37] of which approximately $355.7 million went to the I-205 segment.[38] TriMet negotiated a local match of 40 percent of total funding, which amounted to $197.4 million (unadjusted).[39] Federal funding covered the remaining 60 percent, or about $345 million, under the New Starts program.[36][40] The head of the Federal Transit Administration (FTA) signed the full-funding agreement in Portland on July 3, 2007.[41] In May 2009, the project received $32 million in federal stimulus funding from the American Recovery and Reinvestment Act of 2009, an amount already committed to the project by the federal government but made available so that TriMet could retire debt earlier.[42] The City of Portland provided $15 million in bonds paid for by raising parking meter fees, as well as $17 million from a local improvement district and $6.3 million from systems and utilities charges.[39] Around $36 million came from Clackamas County urban renewal funds collected from property taxes within the Clackamas Town Center urban renewal district.[43][44] TriMet contributed $20.5 million,[45] and the Portland Development Commission provided $20 million.[39] Downtown businesses spent an additional $15.3 million to improve retail spaces along the transit mall.[46]

Construction and opening

[edit]
Photograph of the MAX Green Line's tunnel under I-205 with a southbound train entering it
The north portal of the tunnel under I-205, originally built in the early 1980s for the I-205 busway

In February 2004, TriMet awarded the I-205 light rail design–build contract to South Corridor Constructors, a joint venture between Stacy and Witbeck, F.E. Ward Constructors—both of which had worked on the previous Interstate MAX project—and Granite Construction Company.[47] Construction began in February 2007.[40][48] This marked the start of a 21⁄2-year closure of sections of the I-205 Bike Path;[49] a new mixed-use path linking Clackamas County to the South Park Blocks in downtown Portland was paved as a permanent alternative.[50][51] Preliminary work began in April and involved erecting light rail bridges over Johnson Creek Boulevard and Harold Street and excavating light rail underpasses below Stark and Washington streets.[50] Crews were at work within Clackamas County by November.[52] The line was over 70 percent complete by November 2008, with tracks laid from Gateway Transit Center to Flavel Street.[53] To serve the expansion, TriMet ordered 22 Siemens S70 cars, which it referred to as "Type 4". Siemens delivered the first car in 2009;[54] it made its first test run that March and entered service on August 6.[55][56] The I-205 extension's first end-to-end test run, attended by local and state dignitaries, occurred that July.[57]

The I-205 segment opened on September 12, 2009.[58] TriMet created a new MAX service for the extension called the "Green Line", which ran from Clackamas Town Center Transit Center to the PSU Urban Center stations upon commencement,[59][60] later extending to the PSU South stations when those stations were infilled in September 2012.[61] The I-205 segment added 6.5 miles (10.5 km) of new light rail tracks to the MAX system.[62][63] Opening day festivities, paid for by sponsors and donations, were held at Clackamas Town Center and PSU. As many as 40,000 people showed up to ride the trains, which was free that day.[58] To address its $31 million budget deficit caused by the slow growth of payroll tax revenue amid the Great Recession,[64][65] TriMet simultaneously eliminated four bus lines and implemented service cuts to 49 other routes.[66]

Portland Mall reconstruction

[edit]
Main article: Portland Transit Mall
Photograph of construction on 5th Avenue at Yamhill Street
Construction along 5th Avenue in July 2007, from Yamhill Street

A north–south light rail alignment through downtown Portland had been considered as early as the 1980s. In 1991, the Portland City Council commissioned a feasibility study for a potential subway line beneath the Portland Transit Mall on 5th and 6th avenues, which was then served only by buses, following recommendations made by a citizen advisory committee.[67] During the planning stages of the South/North Line project in 1994, planners introduced a surface light rail alternative along the transit mall,[68] which the project's steering committee later favored when they concluded that a $250 million tunnel would be too costly.[69][70] Following the South/North Line's cancellation, the city reserved revitalization efforts for the transit mall amid proposals from local businesses to rebuild it to allow curbside parking in 2002.[71]

In 2003, TriMet planners began to reconsider the addition of light rail to the Portland Transit Mall after planning for the second phase of the South Corridor Transportation Study, which aimed to extend MAX south to Milwaukie, revealed that a fourth service on the existing tracks in downtown Portland along Southwest Morrison and Yamhill streets—served already by the Blue, Red, and (soon to be completed) Yellow lines—would push that segment to maximum capacity.[72] Additionally, Portland business leaders pushed for the construction of a new bridge that would lead to the southern end of the transit mall instead of using the Hawthorne Bridge due to fears that the latter would create a traffic bottleneck.[26][28][73] TriMet conducted a study proposing stations on either the left, right, or middle lanes of the transit mall and ultimately selected a hybrid center-lane travel with right-side boarding option in April 2004.[74][75] A transit mall revitalization plan was approved and combined with the first-phase construction of the I-205 MAX a month later.[33]: P-2  Consisting of seven stations per split on 5th and 6th Avenues,[3] the project extended the existing transit mall from 44 to 117 block faces between Union Station and PSU.[76] It also added a continuous travel lane for private vehicles, which had not been present in the corridor's original bus-only design.[77]

Photograph of a Max train on the left, a bus in the center and a woman on a bicycle making a turn off the Portland Transit Mall
A Green Line train alongside other modes on the Portland Transit Mall

TriMet awarded the transit mall reconstruction contract to a joint venture between Stacy and Witbeck and Kiewit Pacific.[77] Preparation work began with the rerouting of 17 bus lines to 3rd and 4th avenues, six lines to Southwest Columbia and Jefferson streets, and one line, the 14–Hawthorne, to Southwest 2nd Avenue.[78][79] Construction commenced on January 14, 2007, with the corridor's temporary closure.[80][81] Owing to techniques learned from the Interstate MAX project, businesses were kept open while blocks were closed off from north to south in three- to four-block sections.[82][83][84] The original transit mall had been built with mortar-set bricks, which proved difficult to maintain. TriMet experimented with sand-set brick paving during the reconstruction as recommended by British civil engineer John Knapton, who studied Roman road building methods.[85] Tracks were laid 25 inches (64 cm) into the surface street while water pipes and sewers were buried 6 feet (1.8 m) to 25 feet (7.6 m) underground.[77] Crews installed the last section of rail in May 2008.[86] From June through August that year, workers closed the upper deck of the Steel Bridge to connect the existing Eastside MAX tracks with the new transit mall tracks.[87]

5th and 6th avenues reopened to vehicular traffic in July 2008, two months ahead of schedule.[88] TriMet began line testing in January 2009, initially with light rail cars hauled by a truck,[89] then with the MAX system's new Type 4 trains.[55] Bus service returned to the transit mall the following May 24.[90] On August 30, the 1.8-mile-long (2.9 km) Portland Transit Mall light rail segment opened with inaugural service from the Yellow Line, which TriMet rerouted from First Avenue and Southwest Morrison and Yamhill streets.[91] Green Line trains began serving this segment later on September 12.[58] Light rail service on the transit mall initially ran only between the Union Station and PSU Urban Center stations as transit-oriented development projects near the southern end of the corridor delayed the construction of the PSU South termini.[59][60] The PSU South stations opened in September 2012.[61]

Planned Southwest Corridor extension

[edit]
Main article: Southwest Corridor (TriMet)

The Southwest Corridor Light Rail Project was a planned 13-station, 11-mile (18 km) MAX extension that would have connected downtown Portland to Southwest Portland, Tigard, and Tualatin.[92] It would have originated at the PSU South stations in downtown Portland and traveled southwest via Southwest Barbur Boulevard, a part of Oregon Route 99W (OR 99W), until Barbur Transit Center.[93] From there, MAX would have run adjacent to I-5, except in Tigard where it would have run parallel to a segment of Portland and Western Railroad tracks utilized by WES Commuter Rail.[94]: 148–155  A terminus would have been situated within Bridgeport Village in Tualatin.[93] The extension would have connected riders to the Marquam Hill campus of Oregon Health & Science University (OHSU) with an inclined elevator and to Portland Community College (PCC) Sylvania with a shuttle bus.[94] A new Hall Boulevard station would have connected with WES via Tigard Transit Center and would have served as the site of a new operations and maintenance facility.[94]: 170–175 

Metro adopted its 2035 RTP in June 2010 where it identified a segment of OR 99W between Portland and Sherwood as the region's next highest-priority "high-capacity transit" corridor.[95]: 2–46 [96]: 1  In January 2011, The FTA granted Metro $2 million to begin studying this formally named "Southwest Corridor". The funds focused on the assessment of various mode alternatives, including light rail, commuter rail, streetcar, and bus rapid transit.[97] The Southwest Corridor Plan officially launched later on September 28, formalizing the development of a unified transportation plan between the involved communities and jurisdictions.[96]: 1  In June 2013, the project steering committee selected light rail and bus rapid transit as the alternatives for further consideration.[98]: 2  Citing a lack of present and future demand, the steering committee eliminated further planning using the alternatives to Sherwood. They also rerouted the proposed alignment in Tigard through the Tigard Triangle in response to local opposition to the removal of auto lanes from OR 99W.[99]: 3 

In June 2014, the steering committee determined a refined route for further study that ran from the southern end of the Portland Transit Mall in downtown Portland to just east of Tualatin station in downtown Tualatin;[100]: 6–7  this route was later shortened to terminate at Bridgeport Village.[101] The following year, proposals to serve Marquam Hill and Hillsdale with tunnels were dropped from the plan because they would be too costly, have severe construction impacts, and attract few new transit riders.[102][103] In May 2016, the steering committee voted to select light rail as the preferred mode alternative over bus rapid transit. They also removed a tunnel to PCC Sylvania from further consideration.[104][105] After passing a measure requiring voters to approve the construction of any high-capacity transit built within city limits,[106] Tigard voters approved the light rail extension the following September.[107]

At an estimated cost of $2.6 billion to $2.9 billion,[108] the project was included in a regional transportation funding measure called "Get Moving 2020".[109][110] In light of a budget gap of $462 million, planners proposed reducing lanes on Barbur Boulevard and shortening the line's route to terminate in downtown Tigard. Both proposals were rejected in November 2019. Private negotiations, as well as Metro's approval to increase the project's requested budget by $125 million in the 2020 ballot measure, reduced the budget gap to around $100 million.[111] On November 3, 2020, voters rejected the measure.[112][113][114] Had it been approved, the extension would have begun construction in 2022 and opened by 2027. It had been expected to serve approximately 37,500 riders by 2035.[92]

Route

[edit]
Photograph of buildings on the left with a Green Line train crossing a bridge in the background
A Green Line train seen crossing over Foster Road in 2010

The Green Line is 15 miles (24.1 km) long and serves three distinct segments of the MAX system: the Portland Transit Mall, the Eastside MAX, and the I-205 MAX.[3] Its western termini are the PSU South stations situated at the southern end of the Portland Transit Mall within the PSU campus.[115] Tracks along the transit mall are split between 5th and 6th Avenues; trains travel northbound on 6th Avenue and southbound on 5th Avenue.[116] From the PSU South stations, the line traverses the length of the transit mall, ending near Portland Union Station.[117] Along the way, it crosses with Portland Streetcar tracks near the PSU Urban Center stations and with the east–west MAX tracks on Yamhill and Morrison streets near the Pioneer Courthouse/Southwest 6th and Pioneer Place/Southwest 5th stations.[118][119] A wye connects the tracks near the intersection of Northwest 5th Avenue and Hoyt Street.[117]

The line continues east onto the Northwest Glisan Street Ramp where the tracks join the Eastside MAX alignment and then cross the Willamette River via the Steel Bridge.[120] From here, the Green Line serves the Banfield segment of the Eastside MAX between Rose Quarter Transit Center and Gateway/Northeast 99th Avenue Transit Center.[121]

Beyond Gateway Transit Center, the Green Line proceeds south, entering the I-205 MAX extension just east of I-205. Throughout most of this stretch, the line is grade-separated as part of the I-205 busway, running either above or below roadway intersections. The exception is an at-grade crossing at Southeast Flavel Street.[122] Much of this segment also parallels the I-205 Bike Path. Between Southeast Lincoln and Grant streets, the tracks enter a tunnel beneath the freeway, exiting on the opposite side just north of Southeast Division Street.[9] Above Johnson Creek Boulevard, it travels on a 1,400-foot (430 m)-long overpass, the extension's longest elevated structure. South of Southeast Fuller Road station, the line dips under the Otty Road and Monterey Avenue overpasses before terminating at Clackamas Town Center Transit Center near Southeast Sunnyside Road.[120]

The Green Line shares the northbound segment of the Portland Transit Mall with the Yellow Line, which diverges for Expo Center station in North Portland after crossing the Steel Bridge. It shares the southbound segment with the Orange Line, which continues beyond PSU South/Southwest 5th and Jackson station for Southeast Park Avenue station near Milwaukie. The Green Line also shares a portion of the Eastside MAX with Blue and Red lines between Rose Quarter Transit Center and Gateway Transit Center.[120]

Map
A geographic map of the MAX Green Line (in red) relative to the rest of the network (in black) with icons marking the line's termini.[c]

Stations

[edit]
Further information on the stations, including local bus connections: List of MAX Light Rail stations
Clackamas Town Center Transit Center, the Green Line's eastern terminus

The I-205 MAX, which the Green Line serves exclusively, consists of eight stations between Southeast Main Street and Clackamas Town Center Transit Center, occupying a segment of the I-205 busway south of the I-5 and I-205 interchange. The Portland Transit Mall, which the Green Line serves along with the Orange Line and the Yellow Line, consists of seven stations per direction. Green Line trains serve 30 stations total, of which the remaining eight are between Rose Quarter Transit Center and Gateway Transit Center, shared with the Blue Line and the Red Line.[1]

The Green Line provides connections to local and intercity bus services at various stops across the line, the Portland Streetcar at four stops in and near downtown Portland,[124] and Amtrak via Union Station.[116]

Key
Icon Purpose
† Terminus
→ Eastbound travel only
← Westbound travel only
List of MAX Green Line stations
Station Location Commenced Line transfers[120] Other connections and notes[116][120][d]
PSU South/Southwest 6th and College†→ Portland
Transit
Mall 		September 2, 2012   Serves Portland State University
PSU South/Southwest 5th and Jackson†←  
PSU Urban Center/Southwest 6th & Montgomery→ September 12, 2009   Tram interchange Portland Streetcar
Serves Portland State University
PSU Urban Center/Southwest 5th & Mill←  
Southwest 6th & Madison→   Serves Portland City Hall
City Hall/Southwest 5th & Jefferson←  
Pioneer Courthouse/Southwest 6th→     Serves Pioneer Courthouse, Pioneer Courthouse Square
Pioneer Place/Southwest 5th←    
Southwest 6th & Pine→   —
Southwest 5th & Oak←  
Northwest 6th & Davis→   —
Northwest 5th & Couch←  
Union Station/Northwest 6th & Hoyt→   Amtrak Amtrak
Intercity bus service Greyhound, POINT, TCTD
Serves Portland Union Station
Union Station/Northwest 5th & Glisan←  
Rose Quarter Transit Center Portland    Intercity bus service C-Tran
Serves Rose Quarter
Convention Center   Tram interchange Portland Streetcar
Serves Oregon Convention Center
Northeast 7th Avenue   Tram interchange Portland Streetcar
Lloyd Center/Northeast 11th Avenue   —
Hollywood/Northeast 42nd Avenue   —
Northeast 60th Avenue   —
Northeast 82nd Avenue   —
Gateway/Northeast 99th Avenue Transit Center   Intercity bus service Columbia Area Transit[125]
Southeast Main Street — —
Southeast Division Street — —
Southeast Powell Boulevard — —
Southeast Holgate Boulevard — —
Lents Town Center/Southeast Foster Road — —
Southeast Flavel Street — —
Southeast Fuller Road Clackamas — —
Clackamas Town Center Transit Center† — —

Service

[edit]

On weekdays, the Green Line operates for approximately 211⁄2 hours per day. The first train starts westbound at 3:40 am from Gateway Transit Center. From 4:19 am, the first five eastbound trains originate at the Ruby Junction/East 197th Avenue station as the Blue Line and change to the Green Line at Gateway Transit Center. The first trains from PSU South/Southwest 6th & College station and Clackamas Town Center Transit Center to run the full length of the line depart at 5:27 am and 4:55 am, respectively. End-to-end travel takes around 50 minutes. In the evenings, certain eastbound trains turn into the Blue Line at Rose Quarter Transit Center and terminate at Ruby Junction. The last eastbound train departs PSU South station at 12:28 am and the last westbound train departs Clackamas Town Center Transit Center at 12:41 am. On weekends, the Green Line runs on a slightly reduced schedule, beginning service approximately 40 minutes later.[126] TriMet designates the line as a "Frequent Service" route, with service 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.[127]

Ridership

[edit]

Before the start of construction, a PSU study estimated that the Green Line would carry 46,500 riders by 2025.[50] For its first year in operation, TriMet projected an average of 25,250 riders on weekdays, but fewer people than expected actually utilized the line on its first day of weekday service.[128] By the following month, however, TriMet had recorded approximately 17,000 trips per day.[129] The average daily ridership in June 2010 was 19,500,[130] increasing to 24,300 by April 2012.[131] As of September 2019, the Green Line is the third-busiest MAX service with an average weekday ridership of 19,160,[2] 1,480 fewer riders than the previous year.[132] The drop in ridership—experienced systemwide—is attributed to crime and lower-income riders being forced out of the inner city by rising housing prices.[133][134]

Explanatory notes

[edit]
  1. ^ Green Line service commenced on September 12, 2009, during the opening of the I-205 MAX segment. The Portland Mall segment, which was part of the project, opened earlier on August 30 with inaugural service from the Yellow Line.
  2. ^ Green Line service includes a 6.7-mile (10.8 km) segment of the Eastside MAX along the Banfield Freeway between the Steel Bridge and Gateway/Northeast 99th Avenue Transit Center.[3]
  3. ^ The official system schematic can be viewed on the TriMet website.[123]
  4. ^ This list of service connections excludes TriMet bus connections. For a complete list that includes all transfers, see: List of MAX Light Rail stations.

References

[edit]
  1. ^ a b "I-205/Portland Mall MAX Green Line" (PDF). TriMet. July 2016. Archived (PDF) from the original on March 2, 2019. Retrieved April 17, 2019.
  2. ^ a b "September 2019 Monthly Performance Report" (PDF). TriMet. Archived (PDF) from the original on April 26, 2020. Retrieved January 9, 2020.
  3. ^ a b c Pantell, Susan (December 2009). "Portland: New Green Line Light Rail Extension Opens". Light Rail Now. Archived from the original on May 12, 2016. Retrieved September 1, 2018.
  4. ^ "Work to begin on more light rail segments". The Oregonian. January 4, 1984. p. B4.
  5. ^ Kohler, Vince (July 11, 1985). "Light-rail line study under way". The Oregonian. p. D4.
  6. ^ "Where's east side light rail going next?". The Oregonian. April 3, 1986. p. 2.
  7. ^ Bodine, Harry (September 30, 1987). "Light-rail expansion backed by officials". The Oregonian. p. B12.
  8. ^ Bodine, Harry (October 27, 1987). "Panel puts top priority on mass transit, major highway projects". The Oregonian. p. B4.
  9. ^ a b Redden, Jim (September 10, 2009). "After 35 years of waiting, TriMet's Green Line hits all the parties: Thousands ride new I-205 line that was born of a '70s freeway rebellion". Portland Tribune. Archived from the original on June 8, 2011. Retrieved May 13, 2014.
  10. ^ 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.
  11. ^ Green, Ashbel (October 6, 1988). "County officials debate light-rail routes". The Oregonian. p. W1.
  12. ^ Kohler, Vince (January 17, 1991). "Clackamas County seeks federal money for rail line". The Oregonian. p. C2.
  13. ^ Bodine, Harry (January 14, 1989). "Metro OKs $1.5 billion transit plan". The Oregonian. p. D1.
  14. ^ 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.
  15. ^ a b Stewart, Bill (January 12, 1993). "County light-rail project gains momentum". The Oregonian. p. B2.
  16. ^ Stewart, Bill (September 24, 1989). "Clark County light-rail plans chugging along; more than $1 million will be spent on studies on both sides of the river". The Oregonian. p. C2.
  17. ^ Oliver, Gordon (March 11, 1993). "Citizens advisory committee endorses pair of light-rail routes". The Oregonian. p. B3.
  18. ^ Maves, Norm Jr. (October 27, 1994). "25-mile route encompasses hundreds of steps". The Oregonian. p. 1.
  19. ^ Oliver, Gordon (November 10, 1994). "One down, more to go for reality of north–south rail line". The Oregonian. p. C10.
  20. ^ Oliver, Gordon (February 8, 1995). "Clark County turns down north–south light rail". The Oregonian. p. 1.
  21. ^ Oliver, Gordon; Hunsberger, Brent (November 7, 1996). "Tri-Met still wants that rail line to Clackamas County". The Oregonian. p. D1.
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