Transcript
Jasmine BlockStreetcar Realignment
Civil Engineering Senior Capstone 2010, Group 1, Project Manager: Tom GaynePrimary Client Contact: Portland Department of Transportation
COLLABORATING TEAM:
CORY CLAUSENASHAN FERNANDOTOM GAYNETYLER HAGELCARLO LOZANOKOUROS MONSEFDANIEL NGUYENLEUMIS RICHARDSONALI ZAHER
Submitted June 4 2010
FINAL REPORT ON PROPOSED STREETCAR ALIGNMENTS
Jasmine Block Streetcar Alignment
1 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
FINAL REPORT ON PROPOSED STREETCAR ALIGNMENTS
Special thanks to:The success of the Portland State University Urban Plaza as a vibrant
community space has been under study by Portland Development Commis-
sion (PDC). The PDC has decided to re-align the Portland streetcar running
between SW Montgomery and Harrison streets crossing perpendicularly 4th
and 5th AVE, also-known-as the Jasmine Block.
This report documents the steps taken to date and the anticipated
further action needed to establish the most cost effi cient method for build-
ing the Portland Street Car around or through the Jasmine Block. In the fi nal
report the four different options considered will include a breakdown of the
cost / benefi t analysis along with discussion about the diffi culty in quantifying
the benefi ts associated with the Portland Streetcar system and the particulars
of its alignment. The designs presented will look into detailed traffi c analysis,
delay times with lost/gained revenue, parking availability, construction cost
with impacts along with a subjective assessment of other benefi ts and goals
of interest both to the development partners for the OSC and the greater
Portland metro population. These parameter will be documented in the fi nal
report which will help city planners, project engineers and local policy-mak-
ers to decide what the most desirable alignment might be for the Portland
Streetcar through the Jasmine Block.
2 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
Background of site
The proposed site for the Oregon Sustainability Center is between SW
Montgomery and Harrison streets between 4th and 5th Ave. Known as the
Jasmine Block, the site is owned by the City of Portland. The OSC will be
funded partially by future tenants along with city and state funding. The
budget for the Streetcar re-con� guration is to be incorporated into the overall
OSC project budget. The current Streetcar con� guration through this corridor
was implemented as a temporary design to allow time for the OSC developers
to put forth general plans for the site and to acquire the necessary funding to
break ground. The current Streetcar alignment around the OSC as a solution
is undesirable by all parties involved.
There are several issues with the current Streetcar layout which need
to be addressed. The current alignment involves a single track around the
existing block that is utilized by two way streetcar traf� c. As such there are
occasional delays as one car waits for a period of time while the car in the
other direction clears the right of way. This is complicated by the southbound
station platform being located on 5th Ave, adjacent to a Light-Rail stop. With
two lanes on 5th already designated as bus-only lanes the streetcar platform
utilizes the only general purpose traf� c lane. When the streetcar is at this
station waiting for right of way to clear the sole general traf� c lane on 5th is
blocked for a signi� cant period of time. While scheduling optimization has
helped minimise necessary wait times for both streetcar operations and gen-
eral traf� c � ow, the current alignment is unsatisfactory.
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Safety Issues
Part of the purpose of the realignment is to address some perceived safety
concerns about the sites current alignment. The key factors that should be
considered in assessing safety are vehicles, pedestrians and bicyclists.
Operation records of the Portland Streetcar shows no fatal accidents
involving the streetcar. Since 2001 there have been only 12 accidents (4
major) with no serious injuries. While this record is partly due to restrictive
operational procedures for the Streetcar, such as limited top speeds, PDoT has
expressed safety concerns with the current alignment notwithstanding the
lack of data demonstrating a hazard.
One of the concerns expressed by PDoT is that the south bound train
operates counter-� ow to the one way traf� c on SW 4th Ave for one block.
That is a perceived safety issue for the cars traveling northbound on 4th with
a southbound train present.
The positioning of the southbound streetcar platform on 5th also causes
complications with the bike lanes on 5th avenue. Currently the lane passes
behind the platform on the sidewalk area. Riders have the choice of either
riding on the sidewalk or entering the bus lanes while negotiating several
in-road rail lines. These safety concerns are primary factors in the new design
selection criteria, along with a general desire by the OSC development coali-
tion to incorporate the Portland Streetcar line(s) and platform into the actual
building site.
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Scope
To conduct a cost/ benefi t analysis of running the street car line or lines through center of the Jasmine Block as compared with current alignment.
FACTORS TO BE CONSIDERED IN COST/ BENEFIT ANALYSIS
1. PRIMARY COSTS / BENEFITS
Operating costs of streetcar, light rail and buses
Capital costs of constructing lines and station, including the likely increased structural cost of the building
Cost of removal of existing platform and track
Parking revenue from on street parking
2. SECONDARY COSTS / BENEFITS
Delay reduction for vehicles, pedestrians, and bicycles
Car travel costs from delay time
Cost of protecting / modifying utilities on site
IMPORTANT ATTRIBUTES TO CONSIDER MANIPULATING
Alignment of tracks and location of platforms
Methods and speci� cs of signalization
Lane usage on 4th and 5th avenues
FACTORS THAT SHOULD BE CONSIDERED IN ESTIMATION
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Required clearances between building and high voltage streetcar cables
Streetcar and car traf� c needs from south waterfront district are expected to expand considerably over time
There is a foreseeable increase in frequency of light rail and a re-rout-ing of bus traf� c due to the creation of the Portland - Milwaukee light rail line
5th and Montgomery will be studying a “green street” application. Consider competing interests and co-ordination of efforts
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Proposed alignments
Due to the con� ned geometry of the site relative to the streetcar a limited
number of design alternatives were apparent. See Appendix A for illustrations
of design alternatives.
0: NO BUILD
Keep the existing alignment and build the OSC around it. (Presented as a
baseline comparison only.)
1: DUAL TRACKS
Run both NB and SB tracks diagonally through the center of the block,
removing the current perimeter track.
2: SINGLE CENTER TRACK
Run the SB track through the center of the Jasmine Block and keep the
existing perimeter track for NB use only.
3: HARRISON ST.
Keep the existing perimeter track as is and build a SB track down Har-
rison St.
SHAPING THE BUILT ENVIRONMENT
THE STREETCAR PROGRAM HAS BEEN VISIONED, DE-SIGNED AND IMPLEMENTED WITH THE EXPLICIT GOAL OF FACILITATING THE DEVELOP-MENT OF INCREASED URBAN DENSITY WHILE SIMULTANE-OUSLY HAVING A POSITIVE IMPACT ON THE LIVABILITY OF THE INNER CITY.
INTRINSIC TO THE GOALS OF THE SYSTEM IF BALANCING THE NEEDS OF VARIOUS US-ERS OF THE URBAN TRANS-PORTATION NETWORK AS A WHOLE. ONE OF THE TENETS OF THE STREETCAR DESIGN IS TO ENABLE AND ENCOUR-AGE THE MULTI-USE OF ANY RIGHT OF WAY THAT THE STREETCAR MAKES USE OF.
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Construction Costs
Details of the cost estimation are provided in Appendix D indicating
major items associated with the project. Values of line Items are provided
by the City of Portland and GBD. According to Portland Streetcar, Inc. the
estimated cost for the streetcar re-route through the Jasmine Block (double
or single track) will be around $3,000,000-4,000,000. Detailed needs and
costs were calculated with the assistance of GBD.
Key features taken into consideration include construction time, street-
car and street closure and special design considerations associated with the
streetcar and Oregon Sustainability Center. 14 days of closure of the street-
car are expected during the construction process. This closure is expected
to create operational problems such as movement of passengers from one
side of the work site to the other. Coordination with Trimet to develop
alternative modes of temporary transportation for the people who would be
impacted by the streetcar closure is needed.
The overall goal for the construction phase of the street car project will
be to install the rail and have the streetcar running within a suitable time-
frame (i.e. within 2 weeks). According to Kay Dannan of Portland Streetcar,
the construction for the two center track alignment and the single center
track alignment would both be accomplished in 2-3 months. If the twin
track alignment is implemented the current rail along Montgomery Street
will be removed. This nececcitates additional traf� c re-routing or street
closure.
A major goal for the streetcar re-route is to keep construction time,
traf� c detours and streetcar closures to a minimum. For either the double
track or single track plans similar closures are necessary. The spreadsheet
cost estimate provides items that would be associated with the construc-
GETTING OFF THE GRID
THERE ARE PROVISIONS FOR THE DETENTION OF STORMWATER ON SITE PLANNED. RUNOFF FROM THE STREETCAR TRACKS IS PROPOSED TO BE RE-TAINED BY BIO-SWALES AMONG THE TRACKS IN THE INTERIOR OF THE BLOCK FOR SUBSEQUENT DISCHARGE TO THE ON SITE TREATMENT FACILITY.
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tion phase of the streetcar re-route project. The items associated with the
streetcar and traf� c closures vary from temporary signage and fencing to
temporary walkways installed for pedestrians to move through the area if
necessary. A general budget is included for “Mobilization” which includes
hired personal for controlling traf� c, installing signs/temporary barricades
or fencing, and mobilization rails and concrete.
There are special design considerations for the streetcar running under
the Oregon Sustainability Center. As the streetcar will travel directly under
the cantilevered portion of the Oregon Sustainability Center, power line
placement issues arise such as whether or not the lines should be attached
to the building or if poles should be installed near the tracks to support
the lines. Another consideration is the type of barricade (if any) that will
separate pedestrians from the streetcar tracks in the Oregon Sustainability
Center. Although the streetcar will be traveling at a marginal speed, the
area may have a high volume of people. Installing fencing or re� ective
posts may be designs to consider that will affect the overall costs of the
streetcar re-reroute project.
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If the twin central track design were implemented, the Montgomery
Street rails would be removed. If the single track design were to be used,
the Montgomery Street line will remain intact and continue to be used for
the eastbound street car. These assumptions were used to establish a dif-
ferential cost between the two alignments of interest. The table below indi-
cates the summed costs of the two alignments. The speci� cs of furnishing
and installation of items and cost of removal of the existing facilities along
Montgomery Street are provided in the cost estimate in the Appendix D.
Streetcar Alignment Cost ComparisionDouble Track Single Track
Hard Construction Cost $2,426,924.40 $2,049,009.40Estimating / Inflation contingency 10% $242,692.44 $204,900.94
Subtotal $2,669,616.84 $2,253,910.34
Construction Contingency 20% $533,923.37 $450,782.07Subtotal $3,203,540.21 $2,704,692.41
Engineering / Management 20% $640,708.04 $540,938.48
TOTAL $3,844,248.25 $3,245,630.89
Difference in alignment costs $598,617.36 less expendsive for single track layout.
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Impact on Streetcar Operational Costs
If two tracks are run diagonally through the Jasmine Block there will be
a long-term monetary savings due to the decrease in time required to run
the streetcar around the block. Currently the streetcar runs on an 84-minute
round-trip schedule, which will be reduced to 81 minutes after the reorienta-
tion of the tracks. The longer round-trip travel time is due to the limitations
of the streetcars cornering ability. For both passenger comfort and safety, the
vehicle speed must be greatly reduced while navigating the sharp right and
left turns that currently exist. After the proposed track changes the streetcar
will be able to travel at optimum speed.
The operating cost of the Portland Streetcar is $145.00 per hour. This cost
will be used to calculate the annual savings of a two-track alignment through
the block. There are currently 72 trips per day, saving 3 minutes for each
round-trip or 216 minutes per day. This 3 hour and 36 minute daily savings
in operations would result in 6.7 times the savings per week (fewer Sunday
runs). The result is 1254 hours per year saved or $181,864 in annual operat-
ing savings.
[Data is a result of a conversation between the PSU Streetcar Re-routing
Team (that would be us) and Rick Gustafson]
Livable spaces
Track realignment through the Jasmine Block is necessary to the success
of the planned development and will result in bene� ts that will not immedi-
ately appear on a balance sheet. The revised track alignment will create an
urban plaza that brings people together in a common space, fostering com-
munity and economic development. The Oregon Sustainability Center (OSC)
is to be one of the most sustainable buildings in Oregon. Part of the design
LIVABLE SPACES
THE STREETCAR’S PRESENCE IN THE CURRENT URBAN CEN-TER IS A WELCOME, IF NOT KEY COMPONENT OF WHAT HAS RAPIDLY BECOME A POP-ULAR PUBLIC SPACE IN THE PORTLAND STATE UNIVERSITY CAMPUS.
THE CROSS-BLOCK ALIGNMENT OF THE TRACKS AND PLACE-MENT OF A PLATFORM FACIL-ITY IN THE SPACE WITHOUT SO MUCH AS A SINGLE INJURY ACCIDENT IN THE STREETCARS HISTORY OF OPERATION HAS SHOWN THAT STREETCARS CAN INTERACT COMFORTABLY WITH NON MOTORIZED USERS OF DOWNTOWN OPEN PUBLIC SPACES.
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is to deliberately have no accommodation for parking. Public transportation
through an urban square is key to the squares success as it allows access to
the space without creating or interfering with traf� c and is accessible to a
broad cross-section of the community.
The creation of an urban square on the Jasmine Block by the streetcar
and the Oregon Sustainability Center will draw economic development to the
area. According to a 2008 report prepared by the Portland Department of
Transportation and Portland Streetcar Inc., over $3.5 billion dollars has been
invested within two blocks of the streetcar alignment since 2001.1 Business
are more likely to invest near � xed public transportation options such as
streetcars because of the permanence of the streetcar infrastructure and the
certainty that comes with it. When the streetcar track was routed through
the adjacent block that is currently occupied by the Portland State University
Urban Building a plaza, which has become a frequent gathering place for
people, was created. This plaza has drawn businesses such as Pizzicato and
Seattle’s Best Coffee bringing revenue for the city, which over time will offset
the initial construction costs of the streetcar. 1
The Oregon Sustainability Center will have very limited parking surround-
ing the building and is designed without a designated use parking facility. As
the building will bene� t from easy access to sustainable transportation such
as provided by the streetcar, locating the southbound station in the center of
the block will enhance the OSC’s image as a role-model in the promotion of
alternative transportation methods. The streetcar being integral to the build-
ing is in line with the concept of the Oregon Sustainability Center and the
concept for the future that it demonstrates.
1. Portland Streetcar Development Oriented Transit; Portland Department of Transportation and Portland Streetcar
Inc.; April 2008; Web Accessed May 10, 2010; http://www.portlandstreetcar.org/pdf/development_200804_report.pdf
THE “LIVING BUILDING”
THE OSC WILL BE BUILT UN-DER THE LIVING BUILDING CHALLENGE. THE LBC IS THE MOST ADVANCED MEASURE OF SUSTAINABILITY IN THE BUILT ENVIRONMENT TODAY.
THIS PROGRAM ENTAILS THE MOST INNOVATIVE METH-ODS AND MANDATES OF GREEN BUILDING AVAIL-ABLE, INCLUDING DEEM-ING THAT 100 PERCENT OF ENERGY REQUIREMENTS BE PRODUCED ON SITE.
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Traffi c Modeling and Analysis
To determine delay times for traf� c a micro-simulation was conducted
of the blocks immediately surrounding the OSC. VISSIM was used to model
the network. Models were created to determine the impact on traf� c for
each of three con� gurations: No build, two diagonally through center and a
single track through center with the northbound streetcar utilizing the exist-
ing tracks. The traf� c parameter analyzed in the models was delay time. The
network model was provided by Kittleson and Associates, and was used to
determine traf� c delay through all corridors adjacent to the OSC site. The de-
lay was determined by de� ning travel time corridors within the network, the
simulation was ran using AM peak hour volumes, also provided by Kittleson
and Associates. The AM peak hour was determined to be the most critical
time for this particular network.
The travel time corridors de� ned were from 4th and Hall to Harrison
Street two blocks either east or west, of 4th, 4th and Hall to 4th and Mill, and
Harrison and 1st to 5th and Hall, Harrison and 6th, and 4th and Mill. Travel
time corridors were also de� ned for the streetcar. The corridors de� ned were
from the northbound Harrison platform the platform in the Urban Plaza, and
from 5th and Mill to the southbound Harrison platform. These corridors were
chosen to account for every possible travel route affected by the streetcar
recon� guration. The delay is calculated by the ideal travel time, or the travel
time with no stops, minus the actual travel time for each corridor, and for
each vehicle. The delay outputs obtained were the average delay through the
previously de� ned routes per vehicle including streetcar. Each simulation was
for one hour and three simulations were done for each con� guration using
the same traf� c volumes. Montgomery street was used only for streetcar in
the models to account for the upcoming green street project, which would
potentially eliminate automobile traf� c on the street.
A QUESTION OF IMPACT
THE OSC IS DESIGNED TO BE A DEMONSTRATION OF HOW CONSTRUCTION AND MANAGEMENT TECHNIQUES CAN AFFECT THE IMPACT THAT THE URBAN LIFESTYLE HAS ON THE ENVIRONMENT. AS TRANSPORTATION IS ONE OF THE SINGLE LARG-EST DISCRETE SOURCES OF GHG EMISSIONS, THE EF-FECT THAT SITE DESIGN OF THE OSC HAS ON TRANS-PORTATION MODE CHOICE AND EFFICIENCY PLAYS AN IMPORTANT ROLE IN SUS-TAINABILITY OF THE DEVEL-OPMENT OVERALL
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No signal times were changed in any of these models. Inductor loops
were added to the intersections at 5th and Montgomery for the northbound
track running diagonal through the Jasmine block, and to the intersection at
4th and Harrison for the southbound track running diagonal. These inductor
loops were implemented into the existing signal con� gurations, so the street-
car green-times remained the same for all three models.
The simulation results concluded only a small change in traf� c delay
under both new design con� gurations. Under the two-track design, the aver-
age delay increased 3.5 percent per vehicle. For the single-track design, the
delay increased six percent per vehicle. Simulation results have been tabulated
in the table below. Streetcar delay alone was not considered to be signi� cant
in the design selection criteria, so was included with automobile traf� c for
the purpose of this model.Raw VISSIM settings and outputs are included in
Appendix E.
Reduced Data from VISSIMDelay times, Seconds
Test # No Build Single Track Double Track Modified Double Track
1 36.1 37.9 40.9 40.32 29.8 34.9 31.1 34.43 32.1 31.2 29.5 36.3
Avg 32.67 34.67 33.83 37.00
14 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
The Portland streetcar is a public transportation facility that serves the
downtown metro region. The City of Portland has allocated the majority
of the funds it collects from metered parking to fund streetcar operations.
The addition of the new Max lines to the Bus Mall on Fifth and Sixth Av-
enues has resulted in a loss of available parking. These parking intrusions
directly affect local business as well as impact the streetcar operation bud-
get. The alignment running both streetcar tracks through the center of the
Jasmine block allows for metered parking to be added to 4th Avenue. The
addition of this parking would generate revenue for the streetcar system
relative to using the existing 4th avenue and Montgomery tracks for the
northbound train.
The proposed construction of the Oregon Sustainability Center on
the Jasmine block will not offer on-site parking. Generating business and
of� ce space in an urban environment without offering adequate parking
generally is a violation of zoning code for the City of Portland. The City
hopes the Sustainability Center occupants and users will choose alternate
modes of transportation, reducing demand for parking facilities. PDC’s
hope is that this type of building philosophy will encourage more ef� cient
and sustainable forms of transportation. Routing the Streetcar through the
Jasmine Block and having a station on-site serves this purpose.
Nonetheless, though many commuters will opt to use the public tran-
sit system or biking there will be users that choose to drive. During peak
Eff ects on Parking
Revenue for one metered parking spot for the City of Portland.
Parking rate $1.60/hour
Parking Rate Hours 8am to 7pm Monday - Friday11pm to 7pm Sunday
Total hours of metered parking for a week 72 hours
Weekly Parking Revenue $1.60/hr * 72 hr/wk = $115.20/wk
Annual Parking Revenue $115.20/wk * 52 wk/yr = $5990.4/yr
Assume 80% Occupancy $5990.4/yr * (0.8) = $4792.32/yr
Each parking spot added on
the site is expected to generate
$4800 revenue annually.
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business hours these commuters have few options nearby for parking.
Driving through the area looking for parking creates additional emis-
sions and downtime for the commuters. Driving around city blocks
negotiating a parking location could be daunting with high pedestrian,
bike, vehicle, bus, light rail and streetcar volumes.
Having fewer short term parking locations also impacts local busi-
nesses. Small businesses such as coffee shops, restaurants and bou-
tiques see loss in revenue due to the lack of availability in parking.
Short term parking is also a necessity for all buildings in order to have
mail operations and delivery services. Most buildings also require a
loading dock to load and unload goods that will need to serve the oc-
cupants in the building.
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OPTION 1: REROUTING ONE – TRACK THROUGH THE JASMINE BLOCK
This alignment reroutes the southbound track through the Jasmine block
while maintaining the existing northbound track. This proposal will not have
any parking gain due to the existing track on SW 4th Ave and SW Montgom-
ery St. The main advantage of routing the southbound track through the
Jasmine Block eliminates the streetcar from traveling in the opposite direc-
tion of traf� c on Fourth Avenue while reducing costs from placing two tracks
rather than one.
Based off of an original image by Tim Martin of
Separated Alignment does not permit anymore parking than is currently present
SINGLE TRACK OPTION
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OPTION 2: REROUTING BOTH TRACKS THROUGH THE JASMINE BLOCK.
This option considers routing both north and south bound street car tracks
through the Jasmine block freeing up space on both Montgomery and 4th
Avenue for metered parking. While helping local businesses in this area the avail-
ability of short term parking also is a substantial revenue source. Removal of the
existing track enables parking to be provided on both sides of the road. (Cur-
rently the east side of fourth has no parking available to give extra clearance for
general purpose lanes and the streetcar.) Total addition of metered parking by
considering Option 2 is 23 parking spots, based on examination of photographs
of the site, measurements of available GIS maps and existing parking arrange-
ments on other blocks of 4th Avenue.
PARKING CAPACITY
ASSUMING $4800 OF PARK-ING REVENUE PER SPACE:
# OF SPACES: 23
REVENUE PER EA. $4800.00
TOTAL REVENUE: $110,000.00$110,000.00
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Of four initial proposals only two were examined at length. The fourth
alignment, routing a line down Harrison was discarded by the clients (all par-
ties stating emphatically that costs were prohibitive). The single track align-
ment with the 4th Avenue track being shifted into the general purpose lanes
was not pursued in depth as the impact on traf� c is likely similar to the basic
single track alignment while the costs fall somewhere in between the single
track and double track estimates.
Thus the two alignments examined are the basic single track and the
double track alignments.
SINGLE TRACK ALIGNMENT
Basic attributes of this alignment are as follows:
Estimated construction cost of $3,245,630.89
Does not provide parking revenue.
Does not reduce Streetcar operating costs.
Encumbers future potential Montgomery Green Street plans.
6% increase in vehicle wait time predicted.
DOUBLE TRACK ALIGNMENT
Basic attributes of this alignment are as follows:
Estimated construction cost of $3,844,248.25
Parking revenue of $110,000 annually (or more dependant on rates)
Reduces Streetcar operating costs by $180,000 annually.
Montgomery Green Street becomes unencumbered.
3.5% increase in vehicle wait time predicted.
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FINDING THE RIGHT METRIC
A SIGNIFICANT PART OF THE GENERAL UNCERTAINTY IN URBAN TRANSPORTATION DESIGN IS THE DETERMINA-TION OF WHAT TO MEASURE AND THE RELATIVE VALUES AND DESIRABILITY OF THESE MEASUREMENTS.
WHILE THE PORTLAND BUREAU OF TRANSPORTATION SPECIFI-CALLY CONSIDERS VEHICLE WAIT TIMES TO BE A COST TO BE MINIMIZED, THE PORTLAND STREETCAR COMMISSION AS-SERTS THAT WELL DESIGNED AND BALANCED CONGES-TION IS NOT ONLY MANAGE-ABLE BUT NECESSARY AND DESIRABLE FOR PROPERTY VALUES, SUSTAINABILITY GOALS AND LIVABILITY IN THE URBAN ENVIRONMENT
Conclusion
PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT 19
From this examination the two track alignment through the center of the block is clearly the preferred option.
The only drawback to the twin alignment identi� ed by the project team is the increased cost of construction. This
cost is estimated to be approximately $600,000 greater than the single track alignment. Conversely the twin track
alignment has many attractions both tangible and intangible. Of primary interest to this investigation is the function
of the OSP property, the Montgomery Green Street and the overall monetary costs to the City of Portland. The twin
track alignment provides a much more comfortable and pedestrian friendly environment on the site. Pedestrians are
not squeezed between the OSP and the Streetcar when walking on the sidewalk or while using the proposed Mont-
gomery Green Street. The Streetcar is able to move faster through the area with wider turns providing a more com-
fortable ride for the passengers. Potentially the twin alignment has a net positive revenue impact of nearly
$300,000 per year. Neglecting the time-value of money over a two or three year interval, the amortization period
of the higher cost of construction is on the order of two to three years. While no clear life span was indicated for
the facility an assumption is made that the Streetcar will be in operation on the site for more than 3 years.
We, the authors of this report conclude the following:
Having a relatively minor added cost and a substantial tangible and intangible benefi t over the single track alignment, running both the northbound and southbound Streetcar tracks from the south-east to north-west corner of the Jasmine block is the strong recommendation of this report.
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APPENDIX ALocal Site Conditions
Site Context
MontgomeryGreen Street
Park Blocks
Oregon SustainabilityCenter
Image credit: GBD Architects
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APPENDIX BIllustrations of proposed alignments.
Proposal IIDouble tracks through center of block
Image credit: GBD Architects
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APPENDIX B (cont)
Proposal IIISingle track through center of block, existing track left in place and dedicated to northbound use
Image credit: GBD Architects
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APPENDIX B (cont)
Proposal IIIbSingle track through center of block, existing track shifted into general traffi c lane and dedicated to north-bound use. Th is enables the addition of curb side parking for the block.
Image credit: GBD Architects
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APPENDIX B (cont)
Proposal IISingle track through center of block, existing track left in place and dedicated to northbound use
SW MONTGOMERY
Image credit: GBD Architects
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APPENDIX CProject Schedule Chart
2010February March April May JuneJanuary
Duration W1 W2 W3 W4 W1 W2 W3 W4 W1 W2 W3 W4 W5 W1 W2 W3 W4 W1 W2 W3 W4 W1 W2 W3 W4 W5
3 wForm Team Contract 2 wContact Client 2 wCreate Scope 3 w
6 wObserve Streetcar for applicable data 2 wTalk with Others Involved for Data 6 w
2 w
8 wPerform Cost-Bene�t Analysis. 3 w
1 w4 w
3 w
Streetcar Project ScheduleDeliverables
Team Phase
Data Collection Phase
Finals week 1 wSpring Break 1 w
Time Off
with.VISSIM.Design Intersection/Streetcar stop 4 wCheck in with client 2 w
Prepare report 2 wPrepare Presentation 2 wPresent 1
Analysis
Closure phase
26 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
APPENDIX DCosts for single and double alignments.
Cost
Est
imat
ion
for S
ingl
e Tr
ack
Alig
nmen
tIT
EMS
OF
WO
RK
AN
D M
ATE
RIA
LS Q
UA
NTI
TYQ
UA
NTI
TYU
NIT
UN
IT P
RIC
ETO
TAL
PRIC
EPr
icin
g S
ou
rce
Rem
arks
Mob
iliza
tion
1LS
$213
,685
.40
$213
,685
.40
10%
of
othe
r Ite
ms
Left
as
a fix
ed c
ost
Fiel
d En
gine
erin
g1
LS$2
0,00
0.00
$20,
000.
00O
rder
of
Mag
natu
deQ
ualit
y C
ontr
ol1
LS$3
0,00
0.00
$30,
000.
00O
rder
of
Mag
natu
deW
ork
Zone
Tra
ffic
Con
trol
1LS
$50,
000.
00$5
0,00
0.00
Ord
er o
f M
agna
tude
Eros
ion
Con
trol
1LS
$5,0
00.0
0$5
,000
.00
Ord
er o
f M
agna
tude
Salv
age
25m
tur
nout
0EA
$25,
000.
00$0
.00
Ord
er o
f M
agna
tude
Left
in p
lace
Rem
ove
exis
ting
Stre
etca
r Tr
ack
Slab
0TF
$150
.00
$0.0
0Si
mila
r to
RP
Exte
ndLe
ft in
pla
ceC
lear
ing
and
Gru
bbin
g1
LS$5
,000
.00
$5,0
00.0
0O
rder
of
Mag
natu
deRo
adw
ay E
xcav
atio
n (r
econ
stru
ctio
n)75
CY
$77.
00$5
,775
.00
SCL
Muc
h le
ss r
oadw
ay d
istu
rbed
Trac
k Sl
ab E
xcav
atio
n30
CY
(F)
$69.
00$2
,070
.00
Low
ell
90%
Lef
t in
pla
ceTr
ack
Agg
rega
te B
ase
Exca
vatio
n13
0C
Y$6
8.40
$8,8
92.0
0G
ibbs
+ 2
0%8"
SD
R 35
PV
C T
rack
Dra
in L
eads
20LF
$192
.00
$3,8
40.0
0Lo
wel
l10
" to
12"
HD
PE In
let
Lead
s20
LF$1
62.0
0$3
,240
.00
Low
ell
Con
cret
e In
lets
, Typ
e G
-22
EA$1
,650
.00
$3,3
00.0
0Lo
wel
lIn
stal
l Wat
er Q
ualit
y Tr
eatm
ent
Faci
lity
0LS
$28,
500.
00$0
.00
Low
ell
Min
or A
djus
tmen
t of
Man
hole
s1
EA$4
80.0
0$4
80.0
0Lo
wel
lC
old
Plan
e Pa
vem
ent
Rem
oval
220
SY$1
7.00
$3,7
40.0
0Lo
wel
lTr
ackw
ay A
ggre
gate
Bas
e13
0C
Y$6
0.00
$7,8
00.0
0SC
LA
ggre
gate
Bas
e fo
r Ro
adw
ay C
onst
ruct
ion
250
CY
$67.
00$1
6,75
0.00
Low
ell
8" d
epth
Asp
halt
Con
cret
e Pa
vem
ent
220
TON
$100
.00
$22,
000.
00SC
LIn
clud
es p
avin
g at
5th
Ave
sto
p (6
" de
pth)
OC
S Po
le F
ound
atio
ns F
1/FF
13
EA$3
,500
.00
$10,
500.
00Lo
wel
l + R
esto
ratio
nO
CS
Pole
Fou
ndat
ions
F2/
FF2
3EA
$4,5
00.0
0$1
3,50
0.00
Low
ell +
Res
tora
tion
Spre
ad F
ootin
g2
EA$5
,500
.00
$11,
000.
00Lo
wel
l + R
esto
ratio
nC
oncr
ete
Cur
bs (o
utsi
de o
f st
ops)
60LF
$38.
00$2
,280
.00
SCL
Con
cret
e W
alks
(out
side
of
stop
s)70
SY$7
0.00
$4,9
00.0
0Lo
wel
lTr
unca
ted
Dom
e D
etec
tabl
e W
arni
ng16
SF$5
0.00
$800
.00
SCL
Regr
ade
Bric
k In
ters
ectio
n32
0SY
$200
.00
$64,
000.
00Ph
ase
1 +
25%
Stop
Pla
tfor
m (J
asm
ine
Bloc
k)1
LS$6
2,50
0.00
$62,
500.
00PS
U +
25%
assu
mes
tac
tile
and
bric
k pa
ving
Relo
cate
5th
Ave
She
lter,
Ben
ch, R
ecep
tacl
e an
d N
extb
us1
LS$1
0,00
0.00
$10,
000.
00O
rder
of
Mag
natu
dean
d re
mov
e ex
istin
g st
opPe
rman
ent
Pave
men
t M
arki
ng &
Str
ipin
g1
LS$5
,000
.00
$5,0
00.0
0O
rder
of
Mag
natu
deSi
gnag
e1
LS$5
,000
.00
$5,0
00.0
0O
rder
of
Mag
natu
deRe
inst
alla
tion
of E
xist
ing
Twin
Orn
amen
tal L
ight
s on
4th
Ave
nue
2EA
$5,0
00.0
0$1
0,00
0.00
Ord
er o
f M
agna
tude
Ass
umes
2 li
ghts
mov
eTr
affic
Sig
nals
, Com
plet
e (5
th &
Mon
tgom
ery)
1LS
$82,
771.
00$8
2,77
1.00
SCL
(10t
h/Lo
vejo
y)(1
0th/
Love
joy)
Traf
fic S
igna
ls, C
ompl
ete
(4th
& H
arris
on))
1LS
$82,
771.
00$8
2,77
1.00
SCL
(10t
h/Lo
vejo
y)(1
0th/
Love
joy)
Impa
cts
to 6
" w
ater
line
on 5
th1
LS$0
.00
$0.0
0In
LRT
Pro
ject
LRT
Proj
ect
Repl
acem
ent
by L
RT M
all P
roje
ct
Inst
all R
i59
Pave
d Tr
ack
- Ta
ngen
t33
0TF
(F)
$320
.00
$105
,600
.00
Low
ell
Hal
f of
dou
ble
trac
kway
ass
umed
Pre-
Bend
Tan
gent
Gird
er R
ail
1LS
$24,
000.
00$2
4,00
0.00
Low
ell/G
ibbs
Inst
all R
i59
Pave
d Tr
ack
- C
urve
d11
0TF
(F)
$425
.00
$46,
750.
00Lo
wel
lH
alf
of d
oubl
e tr
ackw
ay a
ssum
edFu
rnis
h an
d In
stal
l Tra
ck D
rain
- R
i59
2EA
$2,0
65.0
0$4
,130
.00
SCL
Furn
ish
and
Inst
all P
ower
ed S
witc
h at
25m
Tur
nout
(inc
l. el
ectr
ical
)0
EA$5
0,00
0.00
$0.0
0M
FEIn
stal
l Har
rison
Cro
ssov
er0
EA$3
40,0
00.0
0$0
.00
SCL
Trac
k &
Civ
il O
nly
Inst
all 5
0m T
urno
ut (1
:6 F
rog)
0EA
$106
,700
.00
$0.0
0M
FE +
10%
Inst
all R
i59
Trac
k C
ross
ing
1EA
$75,
000.
00$7
5,00
0.00
Mal
lM
AX
Tra
ck C
ross
ing
at 5
th/M
ontg
omer
y1
LS$1
50,0
00.0
0$1
50,0
00.0
0Ph
ase
1 +
30%
Insu
late
d Ra
il Jo
ints
4EA
$1,8
00.0
0$7
,200
.00
Gib
bs +
20%
Furn
ish
Har
rison
Cro
ssov
er0
EA$1
55,0
00.0
0$0
.00
SCL
Furn
ish
50m
RH
Tur
nout
with
0.0
4583
3333
3333
333
Frog
0EA
$80,
300.
00$0
.00
MFE
+ 1
0%
27 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
APPENDIX DCosts for single and double alignments.
Cost
Est
imat
ion
for S
ingl
e Tr
ack
Alig
nmen
tIT
EMS
OF
WO
RK
AN
D M
ATE
RIA
LS Q
UA
NTI
TYQ
UA
NTI
TYU
NIT
UN
IT P
RIC
ETO
TAL
PRIC
EPr
icin
g S
ou
rce
Rem
arks
Furn
ish
Ri59
Tra
ck C
ross
ing
(5th
/Mon
tgom
ery)
2EA
$50,
000.
00$1
00,0
00.0
0M
all
Fu
rnis
h Ri
59/R
i52
Tran
sitio
n Ra
ils
2
PAIR
$6,6
00.0
0$1
3,20
0.00
Gib
bs +
20%
Fu
rnis
h Ri
59 H
ead
Har
dene
d (H
SHM
) Gird
er R
ail
16
Mg
$2,1
00.0
0$3
3,60
0.00
SCL
Hal
f of
dou
ble
trac
kway
ass
umed
Hau
l and
Unl
oad
Rail
Mat
eria
ls
1
LS$5
,000
.00
$5,0
00.0
025
% o
f Lo
wel
l
Switc
h/Ra
il Bo
ndin
g
1LS
$12,
760.
00$1
2,76
0.00
MFE
X 2
ea +
10%
Exte
nd D
uctb
ank
to n
ew f
eede
r po
le lo
catio
n
0LS
$50,
000.
00$0
.00
Ord
er o
f M
agna
tude
Mod
ify S
tree
tcar
Sig
nal S
yste
m
0.
4LS
$75,
000.
00$3
0,00
0.00
Ord
er o
f M
agna
tude
Mod
ify T
riMet
OC
S
1
LS$1
00,0
00.0
0$1
00,0
00.0
0O
rder
of
Mag
natu
deTr
ack
Elec
tric
al T
estin
g
1
LS$5
,500
.00
$5,5
00.0
0M
FE +
10%
Prov
isio
n an
d In
stal
latio
n of
Con
tact
Wire
Cro
ssin
g
2EA
$54,
500.
00$1
09,0
00.0
0SC
LM
ontg
omer
y Su
bsta
tion
Mis
c. E
lect
rical
Wor
k
1
LS$1
0,00
0.00
$10,
000.
00O
rder
of
Mag
natu
deFu
rnis
h Ta
per
Tubu
lar
Pole
PS3
, PH
3, P
F3
8EA
$3,2
70.0
0$2
6,16
0.00
Gib
bs +
50%
Furn
ish
Tape
r Tu
bula
r Po
le P
S11,
PH
11, P
F11
3
EA$6
,225
.00
$18,
675.
00G
ibbs
+ 5
0%In
stal
latio
n an
d G
roun
ding
of
Tape
r Tu
bula
r Po
les
11
EA$1
,425
.00
$15,
675.
00SC
LFu
rnis
h an
d In
stal
l Can
tilev
er A
ssem
bly
5EA
$5,5
00.0
0$2
7,50
0.00
Low
ell
Furn
ish
and
Inst
all S
ingl
e Tr
ack
Cro
ss S
pan
Ass
embl
y C
S1, C
S1A
5EA
$5,9
50.0
0$2
9,75
0.00
Low
ell
Dou
ble
trac
k cr
oss
span
ass
embl
ies
Furn
ish
and
Inst
all D
oubl
e Tr
ack
Cro
ss S
pan
Ass
embl
y C
S2, C
S2A
1EA
$7,0
50.0
0$7
,050
.00
SCL
+ 2
0%be
com
e si
ngle
tra
ck a
ssem
blie
s.Fu
rnis
h an
d in
stal
l Sin
gle
Trac
k Pu
ll O
ff A
ssem
bly
P01
5EA
$7,9
25.0
0$3
9,62
5.00
Low
ell
Furn
ish
and
inst
all D
oubl
e Tr
ack
Pull
Off
Ass
embl
y P0
2 1
EA$6
,270
.00
$6,2
70.0
0SC
L +
20%
Furn
ish
and
inst
all S
ingl
e Tr
ack
Back
bone
Ass
embl
y BB
1
3EA
$9,0
00.0
0$2
7,00
0.00
Low
ell
Furn
ish
and
inst
all D
oubl
e Tr
ack
Back
bone
Ass
embl
y BB
2
1EA
$8,3
40.0
0$8
,340
.00
SCL
+ 2
0%Fu
rnis
h an
d In
stal
l Fix
ed T
erm
inat
ion
Ass
embl
y FT
2
EA$4
,805
.00
$9,6
10.0
0Lo
wel
lFu
rnis
h an
d In
stal
l Sin
gle
Dis
conn
ect
Switc
h A
ssem
bly
DS1
1
EA$1
4,10
0.00
$14,
100.
00Lo
wel
lFu
rnis
h an
d In
stal
l Fix
ed T
ensi
on S
ingl
e C
onta
ct S
yste
m
1560
TF(F
)$7
2.50
$113
,100
.00
Low
ell +
25%
Furn
ish
and
Inst
all S
ectio
n In
sula
tor
Ass
embl
y SI
1
EA$1
0,37
5.00
$10,
375.
00Lo
wel
lFu
rnis
h an
d In
stal
l Dow
n or
Hea
d G
uy A
ssem
bly
1
EA$3
,060
.00
$3,0
60.0
0Lo
wel
lFu
rnis
h an
d In
stal
l Dou
ble
Trac
k H
ead
Span
Ass
embl
y H
B2, H
B2A
2EA
$9,0
00.0
0$1
8,00
0.00
Mal
l HS
X 1
.5Re
mov
al o
f Ex
istin
g O
CS
and
Cut
over
1LS
$49,
000.
00$4
9,00
0.00
Low
ell X
2O
CS
Fiel
d A
ccep
tanc
e Te
stin
g
1
LS$7
,400
.00
$7,4
00.0
0M
FE X
2In
tegr
ated
Sys
tem
Tes
ting
1LS
$14,
760.
00$1
4,76
0.00
Gib
bs +
20%
Doc
umen
tatio
n D
raw
ings
and
Man
uals
1LS
$5,2
25.0
0$5
,225
.00
Low
ell X
50%
Tota
l Co
st$2
,049
,009
.40
28 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
APPENDIX DCosts for single and double alignments.
Cost
Est
imat
ion
for D
oubl
e Tr
ack
Alig
nmen
tIT
EMS
OF
WO
RK
AN
D M
ATE
RIA
LS Q
UA
NTI
TYQ
UA
NTI
TYU
NIT
UN
IT P
RIC
ETO
TAL
PRIC
EPr
icin
g S
ou
rce
Rem
arks
Mob
iliza
tion
1LS
$213
,685
.40
$213
,685
.40
10%
of
othe
r Ite
ms
Fiel
d En
gine
erin
g1
LS$2
0,00
0.00
$20,
000.
00O
rder
of
Mag
natu
deQ
ualit
y C
ontr
ol1
LS$3
0,00
0.00
$30,
000.
00O
rder
of
Mag
natu
deW
ork
Zone
Tra
ffic
Con
trol
1LS
$50,
000.
00$5
0,00
0.00
Ord
er o
f M
agna
tude
Eros
ion
Con
trol
1LS
$5,0
00.0
0$5
,000
.00
Ord
er o
f M
agna
tude
Salv
age
25m
tur
nout
2EA
$25,
000.
00$5
0,00
0.00
Ord
er o
f M
agna
tude
Rem
ove
exis
ting
Stre
etca
r Tr
ack
Slab
650
TF$1
50.0
0$9
7,50
0.00
Sim
ilar
to R
P Ex
tend
Cle
arin
g an
d G
rubb
ing
1LS
$5,0
00.0
0$5
,000
.00
Ord
er o
f M
agna
tude
Road
way
Exc
avat
ion
(rec
onst
ruct
ion)
435
CY
$77.
00$3
3,49
5.00
SCL
Trac
k Sl
ab E
xcav
atio
n30
0C
Y(F
)$6
9.00
$20,
700.
00Lo
wel
lTr
ack
Agg
rega
te B
ase
Exca
vatio
n13
0C
Y$6
8.40
$8,8
92.0
0G
ibbs
+ 2
0%8"
SD
R 35
PV
C T
rack
Dra
in L
eads
20LF
$192
.00
$3,8
40.0
0Lo
wel
l10
" to
12"
HD
PE In
let
Lead
s20
LF$1
62.0
0$3
,240
.00
Low
ell
Con
cret
e In
lets
, Typ
e G
-22
EA$1
,650
.00
$3,3
00.0
0Lo
wel
lIn
stal
l Wat
er Q
ualit
y Tr
eatm
ent
Faci
lity
0LS
$28,
500.
00$0
.00
Low
ell
Min
or A
djus
tmen
t of
Man
hole
s1
EA$4
80.0
0$4
80.0
0Lo
wel
lC
old
Plan
e Pa
vem
ent
Rem
oval
220
SY$1
7.00
$3,7
40.0
0Lo
wel
lTr
ackw
ay A
ggre
gate
Bas
e13
0C
Y$6
0.00
$7,8
00.0
0SC
LA
ggre
gate
Bas
e fo
r Ro
adw
ay C
onst
ruct
ion
250
CY
$67.
00$1
6,75
0.00
Low
ell
8" d
epth
Asp
halt
Con
cret
e Pa
vem
ent
220
TON
$100
.00
$22,
000.
00SC
LIn
clud
es p
avin
g at
5th
Ave
sto
p (6
" de
pth)
OC
S Po
le F
ound
atio
ns F
1/FF
13
EA$3
,500
.00
$10,
500.
00Lo
wel
l + R
esto
ratio
nO
CS
Pole
Fou
ndat
ions
F2/
FF2
3EA
$4,5
00.0
0$1
3,50
0.00
Low
ell +
Res
tora
tion
Spre
ad F
ootin
g2
EA$5
,500
.00
$11,
000.
00Lo
wel
l + R
esto
ratio
nC
oncr
ete
Cur
bs (o
utsi
de o
f st
ops)
60LF
$38.
00$2
,280
.00
SCL
Con
cret
e W
alks
(out
side
of
stop
s)70
SY$7
0.00
$4,9
00.0
0Lo
wel
lTr
unca
ted
Dom
e D
etec
tabl
e W
arni
ng16
SF$5
0.00
$800
.00
SCL
Regr
ade
Bric
k In
ters
ectio
n32
0SY
$200
.00
$64,
000.
00Ph
ase
1 +
25%
Stop
Pla
tfor
m (J
asm
ine
Bloc
k)1
LS$6
2,50
0.00
$62,
500.
00PS
U +
25%
assu
mes
tac
tile
and
bric
k pa
ving
Relo
cate
5th
Ave
She
lter,
Ben
ch, R
ecep
tacl
e an
d N
extb
us
1LS
$10,
000.
00$1
0,00
0.00
Ord
er o
f M
agna
tude
and
rem
ove
exis
ting
stop
Perm
anen
t Pa
vem
ent
Mar
king
& S
trip
ing
1LS
$5,0
00.0
0$5
,000
.00
Ord
er o
f M
agna
tude
Sign
age
1LS
$5,0
00.0
0$5
,000
.00
Ord
er o
f M
agna
tude
Rein
stal
latio
n of
Exi
stin
g Tw
in O
rnam
enta
l Lig
hts
on 4
th A
venu
e2
EA$5
,000
.00
$10,
000.
00O
rder
of
Mag
natu
de A
ssum
es 2
ligh
ts m
ove
Traf
fic S
igna
ls, C
ompl
ete
(5th
& M
ontg
omer
y)1
LS$8
2,77
1.00
$82,
771.
00SC
L (1
0th/
Love
joy)
(10t
h/Lo
vejo
y)Tr
affic
Sig
nals
, Com
plet
e (4
th &
Har
rison
))1
LS$8
2,77
1.00
$82,
771.
00SC
L (1
0th/
Love
joy)
(10t
h/Lo
vejo
y)Im
pact
s to
6"
wat
erlin
e on
5th
1LS
$0.0
0$0
.00
In L
RT P
roje
ctLR
T Pr
ojec
t Re
plac
emen
t by
LRT
Mal
l Pro
ject
In
stal
l Ri5
9 Pa
ved
Trac
k -
Tang
ent
660
TF(F
)$3
20.0
0$2
11,2
00.0
0Lo
wel
lPr
e-Be
nd T
ange
nt G
irder
Rai
l1
LS$2
4,00
0.00
$24,
000.
00Lo
wel
l/Gib
bsIn
stal
l Ri5
9 Pa
ved
Trac
k -
Cur
ved
220
TF(F
)$4
25.0
0$9
3,50
0.00
Low
ell
Furn
ish
and
Inst
all T
rack
Dra
in -
Ri5
92
EA$2
,065
.00
$4,1
30.0
0SC
LFu
rnis
h an
d In
stal
l Pow
ered
Sw
itch
at 2
5m T
urno
ut (i
ncl.
elec
tric
al)
0EA
$50,
000.
00$0
.00
MFE
Inst
all H
arris
on C
ross
over
0EA
$340
,000
.00
$0.0
0SC
LTr
ack
& C
ivil
Onl
yIn
stal
l 50m
Tur
nout
(1:6
Fro
g)0
EA$1
06,7
00.0
0$0
.00
MFE
+ 1
0%In
stal
l Ri5
9 Tr
ack
Cro
ssin
g1
EA$7
5,00
0.00
$75,
000.
00M
all
MA
X T
rack
Cro
ssin
g at
5th
/Mon
tgom
ery
1LS
$150
,000
.00
$150
,000
.00
Phas
e 1
+ 3
0%
29 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
APPENDIX DCosts for single and double alignments.
Cost
Est
imat
ion
for D
oubl
e Tr
ack
Alig
nmen
tIT
EMS
OF
WO
RK
AN
D M
ATE
RIA
LS Q
UA
NTI
TYQ
UA
NTI
TYU
NIT
UN
IT P
RIC
ETO
TAL
PRIC
EPr
icin
g S
ou
rce
Rem
arks
Insu
late
d Ra
il Jo
ints
4
EA$1
,800
.00
$7,2
00.0
0G
ibbs
+ 2
0%
Furn
ish
Har
rison
Cro
ssov
er
0EA
$155
,000
.00
$0.0
0SC
L
Furn
ish
50m
RH
Tur
nout
with
0.0
4583
3333
3333
333
Frog
0
EA$8
0,30
0.00
$0.0
0M
FE +
10%
Fu
rnis
h Ri
59 T
rack
Cro
ssin
g (5
th/M
ontg
omer
y)
2
EA$5
0,00
0.00
$100
,000
.00
Mal
l
Furn
ish
Ri59
/Ri5
2 Tr
ansi
tion
Rails
2PA
IR$6
,600
.00
$13,
200.
00G
ibbs
+ 2
0%
Furn
ish
Ri59
Hea
d H
arde
ned
(HSH
M) G
irder
Rai
l
32M
g$2
,100
.00
$67,
200.
00SC
L
Hau
l and
Unl
oad
Rail
Mat
eria
ls
1
LS$5
,000
.00
$5,0
00.0
025
% o
f Lo
wel
l
Switc
h/Ra
il Bo
ndin
g
1LS
$12,
760.
00$1
2,76
0.00
MFE
X 2
ea +
10%
Exte
nd D
uctb
ank
to n
ew f
eede
r po
le lo
catio
n
0LS
$50,
000.
00$0
.00
Ord
er o
f M
agna
tude
Mod
ify S
tree
tcar
Sig
nal S
yste
m
0.
4LS
$75,
000.
00$3
0,00
0.00
Ord
er o
f M
agna
tude
Mod
ify T
riMet
OC
S
1
LS$1
00,0
00.0
0$1
00,0
00.0
0O
rder
of
Mag
natu
deTr
ack
Elec
tric
al T
estin
g
1
LS$5
,500
.00
$5,5
00.0
0M
FE +
10%
Prov
isio
n an
d In
stal
latio
n of
Con
tact
Wire
Cro
ssin
g
2EA
$54,
500.
00$1
09,0
00.0
0SC
LM
ontg
omer
y Su
bsta
tion
Mis
c. E
lect
rical
Wor
k
1
LS$1
0,00
0.00
$10,
000.
00O
rder
of
Mag
natu
deFu
rnis
h Ta
per
Tubu
lar
Pole
PS3
, PH
3, P
F3
8EA
$3,2
70.0
0$2
6,16
0.00
Gib
bs +
50%
Furn
ish
Tape
r Tu
bula
r Po
le P
S11,
PH
11, P
F11
3
EA$6
,225
.00
$18,
675.
00G
ibbs
+ 5
0%In
stal
latio
n an
d G
roun
ding
of
Tape
r Tu
bula
r Po
les
11
EA$1
,425
.00
$15,
675.
00SC
LFu
rnis
h an
d In
stal
l Can
tilev
er A
ssem
bly
5EA
$5,5
00.0
0$2
7,50
0.00
Low
ell
Furn
ish
and
Inst
all S
ingl
e Tr
ack
Cro
ss S
pan
Ass
embl
y C
S1, C
S1A
1EA
$5,9
50.0
0$5
,950
.00
Low
ell
Furn
ish
and
Inst
all D
oubl
e Tr
ack
Cro
ss S
pan
Ass
embl
y C
S2, C
S2A
5EA
$7,0
50.0
0$3
5,25
0.00
SCL
+ 2
0%Fu
rnis
h an
d in
stal
l Sin
gle
Trac
k Pu
ll O
ff A
ssem
bly
P01
2EA
$7,9
25.0
0$1
5,85
0.00
Low
ell
Furn
ish
and
inst
all D
oubl
e Tr
ack
Pull
Off
Ass
embl
y P0
2 4
EA$6
,270
.00
$25,
080.
00SC
L +
20%
Furn
ish
and
inst
all S
ingl
e Tr
ack
Back
bone
Ass
embl
y BB
1
1EA
$9,0
00.0
0$9
,000
.00
Low
ell
Furn
ish
and
inst
all D
oubl
e Tr
ack
Back
bone
Ass
embl
y BB
2
3EA
$8,3
40.0
0$2
5,02
0.00
SCL
+ 2
0%Fu
rnis
h an
d In
stal
l Fix
ed T
erm
inat
ion
Ass
embl
y FT
2
EA$4
,805
.00
$9,6
10.0
0Lo
wel
lFu
rnis
h an
d In
stal
l Sin
gle
Dis
conn
ect
Switc
h A
ssem
bly
DS1
1
EA$1
4,10
0.00
$14,
100.
00Lo
wel
lFu
rnis
h an
d In
stal
l Fix
ed T
ensi
on S
ingl
e C
onta
ct S
yste
m
1560
TF(F
)$7
2.50
$113
,100
.00
Low
ell +
25%
Furn
ish
and
Inst
all S
ectio
n In
sula
tor
Ass
embl
y SI
1
EA$1
0,37
5.00
$10,
375.
00Lo
wel
lFu
rnis
h an
d In
stal
l Dow
n or
Hea
d G
uy A
ssem
bly
1
EA$3
,060
.00
$3,0
60.0
0Lo
wel
lFu
rnis
h an
d In
stal
l Dou
ble
Trac
k H
ead
Span
Ass
embl
y H
B2, H
B2A
2EA
$9,0
00.0
0$1
8,00
0.00
Mal
l HS
X 1
.5Re
mov
al o
f Ex
istin
g O
CS
and
Cut
over
1LS
$49,
000.
00$4
9,00
0.00
Low
ell X
2O
CS
Fiel
d A
ccep
tanc
e Te
stin
g
1
LS$7
,400
.00
$7,4
00.0
0M
FE X
2In
tegr
ated
Sys
tem
Tes
ting
1LS
$14,
760.
00$1
4,76
0.00
Gib
bs +
20%
Doc
umen
tatio
n D
raw
ings
and
Man
uals
1LS
$5,2
25.0
0$5
,225
.00
Low
ell X
50%
Tota
l Co
st$2
,426
,924
.40
30 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
APPENDIX ERaw VISSIM Data File ExamplesNO BUILD, 1ST RUN
Table of Delay
File: \\khensu\home04\clausenc\desktop\2030 am model\2030 am model\test.inpComment: Date: Sunday, May 09, 2010 12:14:59 PMVISSIM: 5.10-05 [17268]
No. 1: Travel time section(s) 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31
Time; Delay; Stopd; Stops; #Veh; Pers.; #Pers; VehC; All;;;;;; No.:; 1; 1; 1; 1; 1; 1; 100; 220; 16.3; 10.5; 0.75; 52; 16.3; 52; 340; 19.9; 12.8; 0.70; 76; 17.6; 72; 460; 17.9; 9.7; 0.57; 75; 16.1; 72; 580; 29.1; 20.7; 1.08; 65; 27.8; 64; 700; 30.0; 20.6; 1.09; 98; 30.0; 98; 820; 19.3; 11.5; 0.73; 81; 18.6; 79; 940; 38.9; 24.4; 1.58; 71; 38.3; 70; 1060; 43.1; 27.5; 1.55; 107; 42.1; 102; 1180; 33.6; 22.1; 1.15; 72; 33.6; 72; 1300; 26.7; 16.6; 0.80; 105; 25.1; 104; 1420; 44.8; 30.7; 1.48; 85; 45.3; 84; 1540; 36.6; 22.4; 1.36; 83; 36.4; 82; 1660; 44.4; 26.1; 1.57; 95; 43.2; 90; 1780; 48.1; 29.5; 1.84; 80; 48.0; 79; 1900; 40.4; 23.4; 1.36; 89; 40.4; 87; 2020; 25.8; 16.3; 0.85; 99; 24.1; 98; 2140; 43.1; 31.0; 1.24; 82; 42.8; 81; 2260; 32.5; 20.3; 1.13; 78; 32.0; 76; 2380; 39.6; 25.8; 1.47; 87; 39.6; 87; 2500; 58.2; 38.1; 2.00; 90; 58.0; 89; 2620; 35.8; 22.0; 1.33; 85; 34.4; 82; 2740; 36.4; 23.3; 1.33; 106; 36.4; 106; 2860; 58.2; 38.9; 1.74; 81; 55.1; 76; 2980; 42.9; 27.5; 1.58; 78; 40.3; 77; 3100; 49.0; 32.2; 1.69; 93; 46.6; 91; 3220; 19.4; 12.6; 0.77; 77; 19.0; 75; 3340; 22.8; 14.2; 0.91; 75; 22.2; 73; 3460; 35.1; 23.7; 1.27; 66; 33.4; 65; 3580; 44.3; 29.8; 1.60; 78; 41.1; 76; Total; 36.1; 23.2; 1.27; 2409; 35.1; 2359;
31 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
APPENDIX ERaw VISSIM Data File ExamplesDOUBLE TRACK, 3RD RUN
Table of Delay
File: \\khensu\Home04\clausenc\Desktop\2030 AM Model\2030 AM Model\Double Track.inpComment: Date: Sunday, May 09, 2010 3:35:53 PMVISSIM: 5.10-05 [17268]
No. 1: Travel time section(s) 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31
Time; Delay; Stopd; Stops; #Veh; Pers.; #Pers; VehC; All;;;;;; No.:; 1; 1; 1; 1; 1; 1; 100; 220; 17.4; 11.3; 0.70; 44; 17.4; 44; 340; 23.8; 14.4; 1.00; 76; 22.3; 73; 460; 27.9; 16.9; 1.23; 77; 23.9; 73; 580; 28.4; 18.2; 0.97; 75; 26.6; 74; 700; 40.9; 28.2; 1.36; 94; 40.9; 94; 820; 37.9; 22.4; 1.41; 92; 37.5; 90; 940; 28.1; 16.2; 1.32; 85; 27.2; 82; 1060; 33.8; 21.9; 1.35; 83; 33.3; 80; 1180; 37.9; 22.9; 1.38; 63; 37.9; 63; 1300; 25.6; 15.2; 0.76; 102; 23.9; 101; 1420; 42.8; 29.3; 1.37; 79; 43.2; 78; 1540; 32.0; 20.3; 1.13; 89; 31.6; 88; 1660; 28.8; 17.4; 1.09; 98; 26.9; 94; 1780; 26.7; 15.9; 1.00; 77; 25.1; 74; 1900; 23.8; 12.7; 0.86; 81; 23.7; 79; 2020; 25.7; 15.8; 0.99; 100; 25.6; 99; 2140; 24.2; 15.7; 0.99; 92; 23.7; 91; 2260; 18.6; 11.3; 0.70; 84; 17.9; 82; 2380; 17.7; 10.5; 0.68; 77; 17.7; 77; 2500; 35.3; 22.0; 1.37; 67; 34.6; 66; 2620; 32.4; 19.1; 1.21; 96; 30.7; 93; 2740; 35.0; 22.0; 1.22; 104; 33.8; 103; 2860; 36.1; 22.5; 1.39; 80; 32.2; 74; 2980; 40.0; 26.2; 1.49; 96; 40.0; 96; 3100; 27.9; 17.3; 1.26; 82; 27.9; 82; 3220; 23.1; 15.4; 0.87; 61; 22.2; 60; 3340; 17.3; 9.9; 0.60; 58; 16.1; 57; 3460; 21.2; 15.4; 0.73; 52; 21.2; 52; 3580; 9.6; 6.7; 0.67; 3; 9.6; 3; Total; 29.5; 18.4; 1.11; 2267; 28.6; 2222;
32 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
APPENDIX FMeeting Minutes
Week 1 (January 13th-16h)
The project team was assembled, and a scope of the project and a team contract were created.
The project team also got divided into two subgroups.
Week 2 (January 17th-23rd)
First contact with the clients was made as well as a meeting date.
Week 3 (January 24th-30th)
The meeting with the clients led the group to a better de� nition of the project.
The two sub groups merge into one group again.
The team � nalized the project scope as well as team contract.
A meeting with Dr. Fish is done, that allowed him to see the progress of the group.
Week 4 (January 31st-February 6th)
A draft timeline for the scope of work to be performed is created.
A meeting with Dr. Fish is done that allowed him to go over the timeline.
Week 5 (February 7th-13th)
Group members create different design possibilities.
Week 6 (February 14th-20th)
Meeting with Rick Gustafson, streetcar designer, to get background information of the streetcar.
33 PORTLAND STATE UNIVERSITY | JASMINE BLOCK STREETCAR ALIGNMENT
APPENDIX FMeeting MinutesWeek 7 (February 21st-27th)
Meeting with Kyle Anderson, architect, to learn more about the OSC.
Week 8 (February 28th-March 6th)
The group split up the parts needed for the end of the term presentation and paper.
Week 9 (March 7th-13th)
The group compiled all the material into one paper, and gave the end of the term presentation.
Week 10-11 (March 14th-27th)
The group took time off
Week 12 (March 28th-April 3rd)
The group meets up and began to decide what is needed to be done this term.
Week 13 (April 4th-10th)
Group split up tasks and decided to only meet once a week on Fridays unless addition meetings were needed.
Week 14-18 (April 11th-May 15th)
Meeting go successful once a week to go over progress of each individual.
Week 19-20 (May 16th- 29th)
The group members begin to write their sections of the report.
The � nal presentation is looked at, discussed, and what each person will present is � gured out.
Week 21 (May 30th – June 5th)
The group members � nalize the report and practice for the presentation.
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