Project status from Metro's website (Click here to visit):

The transit project is now preparing a Draft Environmental Impact Statement, studying the potential benefits and impacts of three alternatives in the corridor. The environmental analysis examines the full range of direct, indirect and cumulative effects of the alternatives and is expected to be published for public review in summer 2010.

Excerpt from Metro's Winter 2009 Newsletter (click here for PDF):

Click to view larger imageAlternatives Under Consideration:

No-build option. The study examines existing transit services and facilities and only those transit and highway improvements that are deemed achievable within financially constrained resources by the year 2035. This alternative is also used as a basis for comparison for the enhanced bus and streetcar alternatives.

Enhanced bus. The study includes an evaluation of potential bus improvements to benefit bus service between Portland and Lake Oswego. The enhanced bus alternative would include frequent bus service between Oregon City and downtown Portland along Highway 43 with connections to the Lake Oswego transit center located on Southwest Fourth Avenue between A and B streets. The enhanced bus would have fewer stops than a normal local bus – similar in number to the streetcar alternative. It would also have more frequent service than the current TriMet Line 35 and a 300-space park and ride facility near the Lake Oswego Albertsons. During the alternatives analysis for the corridor, more intensive capital improvements for a version of bus rapid transit, such as queue jump lanes at intersections, were evaluated for the corridor. These improvements are not a reasonable option due to community access impacts and the potential need to acquire private property.

Streetcar. The study evaluates streetcar operation between Portland and Lake Oswego, where the line would terminate near Albertsons. Park and ride facilities would be located at the terminus (300 spaces) and in Foothills (100 spaces). The streetcar analysis would consider potential operation in the Willamette Shore Line right of way and design options where it may leave the right of way in the areas described below.

During the alternatives analysis, streetcar running entirely on Highway 43 was dropped from study due to safety concerns. A minimum operable segment, or construction phase, to the Sellwood Bridge is also being considered.

Map Area A - South Waterfront:

For this area, the streetcar would connect to the existing Portland streetcar service on Southwest Moody and Bond avenues, extending the southbound Moody Avenue tracks to the Willamette Shore Line at Southwest Bancroft Street. The planned Moody/Bond couplet extension would extend the Bond Avenue tracks south of Bancroft Street before turning to connect to and continue on the Willamette Shore Line. If the streetcar alternative is decided on, final design for this area would depend on coordination with the City of Portland’s South Waterfront South Portal Project.

The Willamette Shore Line option is a potential phasing option, if the streetcar alternative is decided on and built prior to the south portal roadway improvements. This option extends the northbound Bond Avenue tracks only onto Bancroft Street to connect to and continue on the Willamette Shore Line. 

Map Area B - John's Landing: 

The Willamette Shore Line option would continue through Johns Landing via the existing right of way. There are two Macadam Avenue options (in-street and additional lane), wherein the streetcar would leave the right of way south of Hamilton Court to run on Landing Drive to Boundary Street, where it would connect to and run on Macadam Avenue/Highway 43 before returning to the Willamette Shore Line via Carolina Street. The streetcar would run with auto traffic on Landing Drive and Boundary and Carolina streets. Under the Macadam in-street option, the streetcar would run with auto traffic on Macadam Avenue in its current configuration both southbound and northbound. Under the Macadam additional lane option, the streetcar would run on Macadam Avenue in its current configuration southbound, but a new lane would be added northbound for streetcar and right turn only access for autos.

Map Area C - Sellwood Bridge:

The Willamette Shore Line option follows the existing right of way. The new interchange option considers the latest designs for the Sellwood Bride/Highway 43 interchange associated with the Sellwood Bridge reconstruction project. If the streetcar alternative is decided on, final design for this area would depend on coordination with Multnomah County’s Sellwood Bridge Project.

Connecting streetcar across a reconstructed Sellwood Bridge is not within the scope of this transit project, but a future expansion in coordination with the City of Portland’s Streetcar System Concept Plan is not precluded. The streetcar or enhanced bus alternatives would be easily accessible by buses, bikes or pedestrians from Sellwood under current Sellwood Bridge Project plans. 

Map Area D - Dunthorpe/Riverdale:

Under the Willamette Shore Line option, the streetcar would continue in the existing right of way through this area. Under the Riverwood in-street option, the streetcar would run with auto traffic on Riverwood Road beginning at the northern end of Riverwood Road, returning to the Willamette Shore Line right of way where it meets and crosses Riverwood Road south of Military Road. 

Map Area E - Lake Oswego:

In both design options, the streetcar would be configured to cross under the freight tracks north of Stampher Road. The Union Pacific Railroad right of way option would then follow the railroad right of way past the Foothills area. Under the Foothills option, the streetcar would run on a future Foothills Road extension through the Foothills area. If the streetcar alternative and the Foothills option are decided on final design for this area would depend on coordination with the City of Lake Oswego’s development plans for the Foothills area.