Vancouver voters apparently bought claims that C-Tran needed a tax increase to maintain bus service. Meanwhile, TriMet is so eager to reach Vancouver that it crashed a light-rail train into the buffers at the end of the line that could eventually cross the Columbia.
Few knew about the accident until someone sent the security camera video to a bus driver who posted it on his blog. When the Oregonian asked TriMet about it, “the agency said the video didn’t exist and denied knowing about the incident,” then suspended the driver for “invading privacy laws.” Isn’t security camera footage taken by a public agency public information? In any case, no one was hurt as there were only “a couple of people” on board. That’s why they need so-called “high-capacity transit”?
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Voters in Clackamas County (which includes Lake Oswego, Milwaukie, Oak Grove, and Oregon City) apparently didn’t get fooled by twin ballot measures on urban renewal. The first (3-386) was a citizens’ initiative requiring a county-wide vote for any new urban-renewal districts. The second (3-388) was the county commission’s attempt to undo the first; it required a vote only of people in the proposed urban-renewal district. Since urban renewal ends up costing everyone in the county, the first was more appropriate, and since it got the most votes, it will prevail.
Meanwhile, a Portland city engineer says a TriMet environmental impact statement for a rail line to Lake Oswego is full of lies. He probably won’t keep his job very long, but it is nice to see someone in city government tell the truth. Maybe he should run for mayor.
Why should urban renewal cost so much especially to those that don’t even live there. When in doubt….deny deny deny. Bureaucrats love not admitting fault to anything until of course evidence arises to the contrary and they do their best to suppress it.
Unfortunately for your thesis Mr. O’Toole, the Expo Center, which is the last station on the MAX line, is not much of a draw for riders, since not much of interest goes on there most of the time. It’s actually an argument to extend the line to Hayden Island and downtown Vancouver, where it will attract more ridership.
Paranje is a “Portland” engineer, not a “Portland city” engineer. So he is in no danger of being fired.
Also, his claim to expertise lies in his acquisition of 34 patents in PRINTING technologies, and his expertise in mechanical engineering. So he’s not a civil or traffic engineer, which discounts some of his statements.
There is a more fundamental problem with the streetcar. Analysis of the DEIS shows that it will not actually shorten anyone’s travel time. Because it does not have a separated right of way (in fact, thanks to Portland, part of the separated right of way through John’s Landing is being jettisoned in favor of putting the streetcar in Macadam Avenue with all the auto traffic), it only shaves 3 minutes off the commute compared to an express bus. And since it only goes to Portland State and not the rest of downtown, and only goes to Lake Oswego and not West Linn and Oregon City, the additional transfer time at either end will negate even that 3 minute advantage for a good percentage of transit riders.
All this for almost $500 million. It doesn’t make any sense.
Nodrog asserted:
Unfortunately for your thesis Mr. O’Toole, the Expo Center, which is the last station on the MAX line, is not much of a draw for riders, since not much of interest goes on there most of the time.
This line was not open when I visited Portland (and rode the entire MAX system that was in operation then), so I am not familiar with the surroundings, so I took a look with Google Maps, and when I viewed it with the 45° view, there was something going on there – an RV show or sale of some sort (view here). Now potential purchasers of RVs are probably not going to take light rail to get to an RV event.
Reminds me of the Beaverton Round light rail stop – it seemed like the largest activity within walking distance of the Round stop was a (large) Ford dealership.
It’s actually an argument to extend the line to Hayden Island and downtown Vancouver, where it will attract more ridership.
Anytime that a rail transit project underperforms, it seems the answer from rail promoters is invariably to call for more tax dollars to be spent to extend or expand the line. Why is that?
In any case, no one was hurt as there were only “a couple of people†on board.
Just like your car, which sits unused in your driveway or a parking lot 23 hours per day. When someone hits it in a parking lot, typically no one gets hurt. By your line of reasoning, this is proof that the vehicular transportation system is a waste.
The friction buffer at the end of the tracks is a safety device which is meant to prevent injuries to the riding public by calmly decelerating the train from a limited speed at impact and preventing the train from exiting the tracks.
BTW, public surveillance film is not a public record. It is private out of concern for the public being filmed, because people cannot consent to being recorded, and the recording is being done in a public place.
Hey Andrew, I’ve got a streetcar proposal from Nowhere, CA, to somewhere, CA. Are you in?
Thanks metrosucks for proving to us once again that you’re an crooked asshole!