TriMet hasn’t used LNG in quite a few years. Every single TriMet vehicle is a straight-diesel bus, save for a scant TWO hybrid-electric vehicles.

“The proposed LO streetcar extension is over an existing rail line (one which isn’t in good enough shape to effectively support MAX, but can handle the lower speeds of streetcars).”

The existing line is unsuitable for anything except the occasional tourist trolley that uses it today. This line will require a complete top to bottom rebuild to support streetcar, light rail, DMU, etc. – just like WES. The only thing being re-used is the right-of-way — and Metro is even talking about routing the Streetcar on Highway 43 (where it would compete with vehicles on the only route from Lake Oswego to downtown Portland, moving at speeds slower than Highway 43 traffic) – thus not even recycling the right-of-way.

Cameron Slick: “A standard city bus seats 40 with room for standing”

There are larger capacity buses available; TriMet simply refuses to buy them. From 1981 until 1998, TriMet had a fleet of articulated buses that had the identical capacity of today’s Streetcar. Even podunk Eugene and Spokane have articulated buses; as does much larger Seattle, Vancouver (BC) and San Francisco.

NikolasM: “Streetcars…actually attract ridership and development.”

The development was planned before the streetcar; the streetcar was just a further enticement; also tax incentives (which could be applied to bus routes, but aren’t) also are a factor. As for ridership; much of the Streetcar route is fare-free while TriMet’s substandard bus service requires a $2.00 fare.

What would you ride: waiting for a bus at a non-sheltered stop, to get on a 20 year old, non-air-conditioned, high floor, sweltering bus that may or may not show up, and you have no idea if you just missed the bus or if it’s still coming or late, or a brand new, air conditioned, low floor Streetcar at an improved stop with a shelter (with art murals), benches, and a NextBus display, and area lighting at night?

AlexB: “Portland doesn’t have a huge transit network”

And you can thank transit marketing at work – we have a huge bus system, but who cares about that. TriMet sure doesn’t, Metro doesn’t, and the City of Portland doesn’t. But two-thirds of TriMet’s riders depend on it each and every day.

Adam: “Streetcars don’t have to fight with traffic unlike buses”

Streetcars operate in mixed traffic; quite frequently the Streetcars have to be shut down and replaced by buses due to traffic collisions, structure fires, etc.

(At least a trolleybus has a limited battery capacity that allows it to drive around obstacles for a couple blocks.)

“in Toronto, the streetcars have their own transit stop lights”

In Portland, there’s only a couple Streetcar only traffic lights – 4th and Harrison is a good example, because of the turn and that Streetcars run in the wrong direction on 4th Avenue, requiring the traffic light. Everywhere else – it uses the auto light.

“since they are electrified it’s easier to make them carbon-neutral or free if the electricity comes from a clean source.”

Unfortunately, despite the nearby availability of hydropower in Portland, Portland gets very little of it. Over half of Portland’s power comes from “green” sources – that is, if you include hydroelectric. Of the solar/wind/biomass “green”? About 1%.

Seattle, on the other hand, gets nearly 90% of its power from hydro and other green sources – and has an extensive trolleybus network to take full advantage of the clean, green power.

1) The standard vehicle for local transit service in Portland and vicinity is the 40′ fuel-powered bus (Tri-Met runs a mix of diesel and LNG powered vehicles; trolleybusses are not used in town). The current and under-construction streetcar districts are funded in part by local improvement districts–unless a neighborhood is willing to pay to build local streetcar service, it doesn’t get it.

2) Portland does have an extensive bus system, the claim that “Portland doesn’t have a huge transit network” is simply wrong. Granted, much of the metro area is not served by rail of any sort, but you can get virtually anywhere in town by bus. Some trips, especially suburb-to-suburb, may be difficult and lengthy however.

3) The proposed LO streetcar extension is over an existing rail line (one which isn’t in good enough shape to effectively support MAX, but can handle the lower speeds of streetcars).

Anything that makes either faster also improves operating efficiency.

Portland doesn’t have a huge transit network. With a handful of light rail lines and a 4 mile streetcar route, you can’t exactly get anywhere. The thing that is great about the city is the level and consistency of its commitment. As one line opens, they start planning the next one and then they build it. New York, in comparison, has an amazing transit network, but the commitment to its expansion is always and off and on political horse trading. Go Portland.

http://www.humantransit.org/2009/07/streetcars-an-inconvenient-truth.html

- Help the City achieve its peak oil and sustainability strategies;
- Provide an organizing structure and catalyst for the City’s future growth along streetcar corridors; and
- Integrate streetcar corridors into the City’s existing neighborhoods.

This can be found by clicking on the online comment form on their website (http://www.portlandonline.com/transportation/index.cfm?c=46134).

Hope that answers their official rational for promoting these streetcars..