MAX Orange Line

The MAX Orange Line is part of the MAX Light Rail service that is operated by TriMet in Portland, Oregon, United States. The MAX Orange Line connects Portland City Center south to Portland State University (PSU), Southeast Portland, Milwaukie, and Oak Grove. The service begins near Portland Union Station and runs southbound 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 Milwaukie proper in unincorporated Clackamas County. The line serves 17 stations between Union Station/Northwest 5th & Glisan and Southeast Park Avenue. The service is run for 20​1⁄2 hours daily with a minimum headway of 15 minutes during most of the day.

MAX Orange Line
A two-car train on Tilikum Crossing
Overview
Other name(s)Portland–Milwaukie Light Rail[1]
StatusOperational
OwnerTriMet
LocalePortland, Oregon, U.S.
TerminiPortland Union Station (north)
Southeast Park Avenue near Milwaukie in Oak Grove (south)
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)[lower-alpha 1]
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
to Clackamas │ to Expo Center
 
Most southbound Yellow Line
trains become Orange Line
 
 Union Station/NW 5th & Glisan
Union Station/NW 6th & Hoyt
NW 5th & Couch
 NW 6th & Davis
 SW 5th & Oak
 SW 6th & Pine
to Hillsboro │ to Beaverton TC
 Pioneer Place
 Pioneer Courthouse
to Gresham │ to Airport
 City Hall/SW 5th & Jefferson
 SW 6th & Madison
 B  Loop │  NS  Line (SW Market St)
 PSU Urban Ctr/SW 5th & Mill
 A  Loop │  NS  Line (SW Mill/SW Montgomery St)
 PSU Urban Ctr/SW 6th & Montgomery
PSU South/SW 5th & Jackson
PSU South/SW 6th & College
Terminus
Most northbound Orange Line
trains become Yellow Line
 Lincoln St/SW 3rd
 NS  Line (SW Moody Ave)
South Waterfront/SW Moody
Tilikum Crossing over Willamette River
OMSI/SE Water
 A  Loop │  B  Loop
 Clinton/SE 12th
 SE 17th & Rhine
 SE 17th & Holgate
 SE Harold (planned)
 SE Bybee
 SE Tacoma/Johnson Creek
Milwaukie/Main
 SE Park

The Portland–Milwaukie Light Rail Project was the second part of the two-phased South Corridor Transportation Project that in its first phase expanded light rail services to Interstate 205 (I-205) and the Portland Transit Mall. 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 Tilikum Crossing over the Willamette River, the first major "car-free" bridge in the United States. The extension opened to Orange Line service on September 12, 2015, and by September 2019, it carried an average of 11,500 daily weekday riders.

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 terminates at 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 serving these corridors and also proposed a single light rail corridor running from downtown Portland to Oregon City in Clackamas County with a spur line running from Milwaukie to Lents, both primarily running along old Portland Traction Company rights-of-way.[7] Indecision about 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, the regional transit agency TriMet lost its option to purchase used PCC streetcars, which it had hoped to use on the proposed Portland–Oregon City line, from Toronto[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 in Portland's east side;[13] this bus corridor, which would be called the I-205 Transitway, ran physically separate from but parallel to the freeway.[14] The I-205 Transitway's realization led TriMet to prioritize development of 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, which was originally proposed as another busway,[17] was allocated the transfer funds but was 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 about extending light rail from Portland to Milwaukie and to Oregon City via McLoughlin Boulevard, as well as a proposed conversion of 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 federal funds could only be spent on one light rail project at a time, Metro's Joint Policy Advisory Committee on Transportation (JPACT) made the I-205 light rail line its second priority due to the existing I-205 Transitway right-of-way, and the McLoughlin Boulevard line became its third priority.[23] Despite this, Clackamas and Washington counties argued 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
A lawn sign supporting the 1998 South/North ballot measure

Metro's RTP 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 a $2 million financing package from the federal government to assess both segments approved. 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 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 revised project that scaled back the line's northern half 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 in November, light-rail opponents forced a statewide vote that prevented the use of state funds.[40]

In February 1997, in an effort to regain the support of North Portland residents, who had historically voted in favor of light rail, and to avoid seeking state funding,[41] TriMet announced a third plan that proposed a 15-mile (24 km) line from Lombard Street in North Portland to Clackamas Town Center.[42] Portland City Council later extended this alignment through North Portland; 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 narrowly rejected it by 52 percent, effectively canceling the project.[45] Despite the project's rejection, North Portland residents and city business leaders continued to push for light rail.[46][47] In 1999, they urged TriMet to revive the northern portion of the South/North Line,[48] which led to the Interstate MAX extension opening 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 the following month announced the $8.8 million South Corridor transportation study, which evaluated mode alternatives for each corridor.[51][52] In 2003, the committee selected five alternatives, which included building both light rail lines, a combination of a light rail service and an improved bus service, bus rapid transit, and dedicated bus lanes.[53] After public meetings, they recommended building both light rail options.[54] JPACT decided the first MAX line to Clackamas County should be built along the I-205 Transitway from Gateway to Clackamas Town Center, and that this would be the first phase of a two-part expansion, the second phase of which would be a Portland–Milwaukie line.[55] They later amended the first phase to include an extension of light rail along the Portland Transit Mall when planning for the second phase revealed a fourth service along the existing downtown tracks on Morrison and Yamhill streets, which was already served by the Blue, Red, and Yellow lines, would push that alignment to maximum capacity.[56]:P-2[57] In August 2009, the transit mall reopened with light rail 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, including the study of and public input on several alternatives for the exact route, continued. 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 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 rather than using the Hawthorne Bridge.[62][63] The new bridge was originally planned to run between RiverPlace on the west end and the Oregon Museum of Science and Industry (OMSI) on the east end but the LPA introduced several new alternatives that moved its west end farther south in the South Waterfront.[61]:6–9 TriMet designed the bridge to be "car-free", bannin private vehicles and accommodating only transit vehicles, bicycles, and pedestrians—the first such major bridge in the U.S.[64][65]

The Portland–Milwaukie Light Rail Project was budgeted at $1.49 billion (equivalent to $1.6 billion in 2019 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, which was mostly sourced from state lottery bond proceeds. Metro, TriMet, Clackamas County, Portland, Milwaukie, and in-kind property donations contributed $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 that August it negotiated a reduction to $22.6 million amid the placement of Measure 3-401,[68] an anti-light-rail initiative, by light rail opponents in 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] After the vote, Clackamas County attempted to end its involvement with the project, appealing to TriMet to terminate the extension at Southeast Tacoma/Johnson Creek station, just north of the county line. TriMet filed a lawsuit, and in July 2013, a circuit court upheld the county's financial obligation and the project's continuation.[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] which meant TriMet could begin purchasing right-of-way and construction materials.[71] Construction began later on June 30; it was initially limited to the site of the new Willamette River crossing,[73] which was temporarily named the "Portland–Milwaukie Light Rail Bridge".[74] Right-of-way preparation work, including utility relocation, began 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, allowing them to be designated quiet zones where freight and MAX trains do not have to use their horns when crossing 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 from over 9,500 public submissions.[80] The agency also purchased 18 new Siemens S70 vehicles to serve the expansion; these were designated "Type 5" and the first car arrived in Portland that September.[81] When 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 around 500 passengers, including Governor Kate Brown and Senator Merkley, ran at regular operating speed along the entirety of the 7.3 miles (11.7 km) Portland–Milwaukie extension.[83] On August 30, test trains began running along the entire Orange Line route, ahead of the following month's opening date.[84] The extension opened for service on September 12 at 11 am.[85][86] The Orange Line became interlined with and took over the Yellow Line's southbound 5th-Avenue segment of the Portland Transit Mall. TriMet said separating the lines would allow it to better control service frequencies from North Portland and Milwaukie to downtown Portland because it expected higher ridership of the Orange Line and that few riders from these communities would travel 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 7.3-mile (11.7 km)-longPortland–Milwaukie extension.[lower-alpha 1] Service begins 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. Northward, the Yellow Line serves the 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, from where 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 across the Willamette River on Tilikum Crossing.[90][91]

On the opposite end of Tilikum Crossing, the streetcar tracks diverge and Orange Line trains stop at OMSI/Southeast Water station. The tracks then 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 Kellogg Bridge, an elevated viaduct that 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 to a three-track stub terminal at Park Avenue and McLoughlin Boulevard in Oak Grove, just south of Milwaukie proper.[98][99]

Stations
Further information on the stations, including TriMet bus connections: List of MAX Light Rail stations
Stations on the Orange Line
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 which 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; 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 through which passengers would 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 not been enacted.[101]

Key
† Terminus
↓ Southbound travel only
Station Location Commenced Line transfers[102] Other connections and notes[102][88][lower-alpha 2]
Union Station/Northwest 5th & Glisan†↓ Portland
Transit
Mall
[lower-alpha 3]		 September 12, 2015 Amtrak
Greyhound, POINT, TCTD
Serves Portland Union Station
Northwest 5th & Couch↓ —
Southwest 5th & Oak↓ —
Pioneer Place/Southwest 5th↓ Serves the Pioneer Courthouse, Pioneer Courthouse Square
City Hall/Southwest 5th & Jefferson↓ —
PSU Urban Center/Southwest 5th & Mill↓ Portland Streetcar
Serves Portland State University
PSU South/Southwest 5th and Jackson↓ Serves Portland State University
Lincoln Street/Southwest 3rd Avenue Portland — —
South Waterfront/Southwest Moody — Portland Streetcar
Serves OHSU Robertson Life Sciences Building, Tilikum Crossing
OMSI/Southeast Water — 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 20​1⁄2 hours per day on weekdays; the first train arrives as a southbound service at Union Station/Northwest 5th & Glisan station at 5:02 am. The first northbound train 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; they loop back along the Transit Mall and 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 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 mornings and late evenings.[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 on weekdays and one trip runs on Saturdays and Sundays.[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 that were used to help justify federal funding for the project predicted an average of 17,000 weekday trips in 2016 but by October of that year, the Orange Line had served fewer than 11,000.[108]

Explanatory notes
  1. 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
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