Category Archives: Service Updates

The Plan for Morrison-Yamhill

Spring is finally here and we’ll be digging in once again to make major improvements to sections of the original MAX tracks in Downtown Portland.

Like the projects we completed last year at 1st Avenue and Rose Quarter, the Morrison-Yamhill MAX Improvements project will impact service on all lines. But once they’re completed, these track and switch improvements will help us keep trains rolling smoothly and reliably.

The work will take three weeks, from April 30 through May 20. That’s a bit longer than the previous projects that took just two weeks each. The construction will temporarily alter Portland Streetcar in addition to disrupting MAX.

The heart of the project happens on SW Morrison and Yamhill streets at 11th Avenue, which was the end of the original MAX line between Portland and Gresham. This area sees it all: hundreds of trains and streetcars a day, three lanes of auto traffic, bicyclists and pedestrians.

SW 11th Avenue in the early 1980s.

Crews will replace four “turnouts” — two on Morrison Street and two on Yamhill Street. These are sections of track where rails spur off from the mainline to side tracks. Underneath the rails, crews will remove the old wooden ties that were standard at the time of original construction and replace them with concrete. New switches will go in with improved drainage to keep them clear of water and debris that can cause problems during heavy rain storms. On the Morrison side of 11th Avenue, the switches will get heaters to help keep snow and ice from building up, an especially good idea after last winter.

The original cable connecting the train signals to the track will also be replaced, and circuits that help monitor where trains are will be upgraded. These improvements will cut down on signal issues and keep trains moving.

Walking through these intersections today, you have to step carefully around broken and missing brick pavers and historic Portland Belgian block. We’ll replace those. The potholes caused by asphalt crumbling and pulling away from the rails will be repaired using a rubberized grout, which keeps the rail in place and prevents stray current as electricity from the overhead wire travels to the train and into the rail.

Down the street at 1st Avenue, crews will replace curved rail, which wears faster than straight rail. We’ll also be freshening up some signs at the closed platforms and working on our ticket machines.

The Morrison-Yamhill MAX Improvements project has been two years in the making. And since we know the three-week disruption to MAX service (and two-week disruption to Portland Streetcar) is going to be a big inconvenience, we’ve coordinated with other agencies to get all the disruptive work done at once. The Portland Bureau of Environmental Services will repair and upgrade sewers next to the tracks, Multnomah County will fix cracks under the Burnside Bridge and Portland Parks and Recreation will repair material under the Pioneer Square South MAX Station all at the same time our work is happening. We figured an intense three-week disruption is better than months of separate projects that block MAX.

We’re asking a lot from our riders during this project. We appreciate your patience and we can’t wait to debut smoother and more reliable MAX service next month.

Learn more about the Morrison-Yamhill MAX Improvements project
Sarah Touey

Sarah Touey

I’m the resident engineer for TriMet’s Maintenance of Way projects. I seek out adventure by traveling and exploring other transit systems across the country, spending time at the beach with family and friends, and continuously remodeling our house with my husband Jarrett.

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The Hop Fastpass Beta Test Has Begun

Today we launched the public beta test of Hop Fastpass and, for the first time, riders have begun paying with a fare card on buses and at rail stations.

It’s a small step in some ways — there are only 250 people in the first group of testers, and not all of Hop’s features have been implemented — but it marks a significant shift in the way our region uses transit. Hop is a thoroughly modern system designed to make paying fare easier and more convenient. Smart features like Auto-Load and the ability to earn passes mean riders simply tap and go, with no need to think about which type of fare to buy, and a robust retail network and cash compatibility make Hop accessible to everyone.

As our beta testers put Hop through its paces, we’ll see how these benefits work in real life. We’re looking forward to their feedback, which will help us prioritize the improvements we want to make before Hop officially launches this summer.

If you’re curious (or jealous) and want to try Hop sooner, sign up for emails at myhopcard.com. We’ll be adding beta testers every couple weeks and rolling out new features like single-use tickets, compatibility with mobile wallets like Apple Pay and Android Pay, and the official Hop app.

Brian Lum

Brian Lum

I'm TriMet's Web & Social Media Specialist. I'm here to help tell our story, and to share the interesting things I find along the way. When I'm not here, you'll find me out riding my bike and taking pictures.

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How Transit Works in Snow and Ice

The National Weather Service recently confirmed what heavy rains have hinted at: La Niña is here.

Get ready for this.
Get ready for this.

Below-average temperatures and above-average rainfall — and perhaps snow and ice — have been observed in the Pacific Northwest this fall, and both could continue through the winter, according to NWS predictions.

What do you think when you hear this? Are you the type to buy a season pass to Mt. Hood Meadows, assured that the snowpack will stretch well into spring? Perhaps blankets and board games (and Netflix!) is more your thing. For us, preparation for the inevitability of snow and ice events has already begun.

Related: Learn your snow route

Making the Call

We value safety, so determining whether to alter service in a winter weather event is simple: If a situation is potentially unsafe for riders, operators or equipment, we take action.

Bus in snow

In practice, this means being ultra-aware of conditions across the system. To make this easier, we set up an Emergency Operations Center that’s staffed 24/7 during winter weather events, and allows us to streamline and speed up the process of gathering information, making decisions and disseminating information. (Activating an EOC during an emergency is standard practice across all types of agencies.)

We rely on and share information from the field and from regional partners like PBOT, ODOT and local media outlets. We track storms as they approach and coordinate with other agencies to plow and sand streets — we even have a few sanding trucks of our own to run on high elevation bus routes.

The Plan for Buses

Preparing buses for snow and ice often begins before service starts for the day. Specialized crews (affectionately known as “Snowbirds”) assess bus routes, specifically at high elevations, to see if they’re safe for normal bus operations. They might call for a sanding truck, put the line on snow route or cancel a run entirely.

Bus at curb in snow

Like other cars and trucks on the road, buses will often be chained if they’re running on snowy or icy streets. Just under half our buses have drop down “insta-chains,” which operators can deploy at the push of a button. (Otherwise, crews will chain the fleet at the garage or in the field, which takes just 10 or 15 minutes per bus, respectively.)

For riders, it’s important to keep in mind that chained buses travel slower — no faster than 25 mph — so they won’t stay on schedule. And in winter conditions your bus won’t pull up to the curb, lest it slide or become stuck. If that happens, we have rescue teams on standby to get it moving again.

MAX Service

MAX typically does well in snow, and we take measures to prevent ice buildup. Throughout the system, switches on the track are equipped with covers (some have heaters, too) and portions of the overhead wire have ice caps to keep ice at bay.

MAX in snow

The trains have pantograph heaters that are activated in snow and ice, and these also help prevent ice from accumulating. (The pantograph is the arm that connects the train to overhead power.) If necessary, we’ll run some trains overnight to keep ice from building up on the overhead wire. And if you’re at the station when one of these trains pulls up — for whatever reason, at whatever time — we’ll let you board!

If ice does begin to accumulate on the overhead wire, we have six MAX vehicles equipped with heated ice cutters on a second pantograph that can shave approximately 1/32 inch of ice off the wire with each pass.

Related: Tips for riding in winter weather

What You Need to Know

We’ve already mentioned that your bus will likely be late and perhaps on a different route (learn yours!) during snow and ice. If it gets too far off its normal schedule, we’ll turn off TransitTracker so estimated arrival times (which aren’t accurate when buses are traveling slower) become approximate distances — much more useful for planning your trip.

But don’t assume that snow means your bus is on snow route. We often need to alter service in the face of unpredictable weather, so instead check with us for updates on your lines: You’ll find service alerts and snow route updates at trimet.org/alerts, on Twitter and through our email list.

people in snow

Aside from checking your bus or train’s status before starting your trip, make sure your phone is charged and that you have water and warm clothing — don’t forget gloves and a hat. Leave plenty of time to walk to your stop or station and be extra careful on slopes. We (and our regional partners) do our best to de-ice roads, bridges, garages, platforms and parking lots, but you’ll likely find some slippery spots along the way. And if your bus stop is on a hill, head to the top or bottom to board — the bus can’t safely stop on a slope.

Finally, don’t approach the bus until it comes to a complete stop and the driver opens the door. There’s always a chance it could slide toward the curb once the brakes have locked the wheels.

If we’re faced with severe weather, we might need to reduce service to certain bus lines running on plowed streets. The idea is that by reassigning buses where they are most useful and less likely to get stuck, we can serve more riders.

As we mentioned at the top, our goal is to keep everyone safe. So even as things slow down, know that there’s a lot going on behind the scenes to coordinate safe travel in difficult circumstances. Winter weather requires extra effort from all of us, and we appreciate your trust, patience and preparedness when the time comes.

Which reminds us: Have you learned your snow route?

 

Brian Lum

Brian Lum

I'm TriMet's Web & Social Media Specialist. I'm here to help tell our story, and to share the interesting things I find along the way. When I'm not here, you'll find me out riding my bike and taking pictures.

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Thanks for Your Patience During the Rose Quarter MAX Improvements

Like we mentioned in our Rose Quarter Progress Report, the MAX improvements work this time around was much more complicated — and disruptive — than the First Avenue project from May.

Crews replaced and upgraded tracks, signals, switches and more around the Rose Quarter Transit Center.
Crews replaced and upgraded tracks, signals, switches and more around the Rose Quarter Transit Center.

Over the last two weeks, as we installed upgraded track, signals and switches near the Rose Quarter Transit Center, many riders became very familiar with the Lloyd Center–Rose Quarter shuttle buses. These were our best option for replacing the service between the three closed MAX stations, though they made for a disjointed commute.

Shuttle buses carried MAX riders between the Rose Quarter and Lloyd Center stations.
Shuttle buses carried MAX riders between the Rose Quarter and Lloyd Center stations, and between Kenton and Portland International Airport.

For others, the commute just became longer, as trains arrived less frequently (and more packed than usual). Finally, some chose to do something altogether different and took the bus, biked or shared a ride instead.

(We should also mention that the Kenton–PDX shuttle became an unexpected highlight of the project — thanks for all the positive feedback!)

In the end, nearly everyone had to plan for an altered commute.

Volunteer Ride Guides and Customer Service staff helped riders get around the Rose Quarter construction.

We asked a lot from you — more than ever — and throughout it all, your patience and understanding shone through. This attitude allowed us to focus on improving the 30-year-old trackway at the Rose Quarter safely and efficiently.

Here’s to you, and to a more reliable ride for decades to come!


 

Related:

MAX Reliability Improvements
Charting MAX On-Time Performance
• Rose Quarter MAX Improvements Progress Reports: 1, 2

Brian Lum

Brian Lum

I'm TriMet's Web & Social Media Specialist. I'm here to help tell our story, and to share the interesting things I find along the way. When I'm not here, you'll find me out riding my bike and taking pictures.

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The Plan For Rose Quarter

From Sunday, August 21, to Saturday, September 3, we’re making improvements near the Rose Quarter to improve MAX reliability and make for a smoother ride.

Much like the work we completed along 1st Avenue in May, we’ll be replacing switches and improving the tracks just east of the Rose Quarter MAX Station. Switches in this area are 30 years old, so crews will replace the wooden ties (which were standard back in 1985) underneath the switches with a concrete track structure and much more durable and robust materials.

We’ll also realign the section of track that runs westbound into the Rose Quarter MAX Station. We’ll begin by removing the rails and that run into the old Trolley Barn. Then, we’ll smooth out the curve into the north platform, which will create a smoother ride into the station. This new design will help eliminate some long-term maintenance challenges and reduce wear and tear on the tracks. As part of the realignment, crews will adjust the overhead wire and relocate two existing poles.

We’ll also be updating the antiquated MAX signal system in the Rose Quarter area. Signal technology has improved dramatically since these were installed back in 1986. This will be the first time in MAX’s history that we’re upgrading the original signals — it’s kind of like rewiring part of your house. We’re most excited for this upgrade because it will decrease the chances of a signal malfunction, which causes train delays.

All of these much-needed renovations are to improve MAX reliability and keep trains running on time, but this work will disrupt regular MAX service for two weeks as we’ll have to shut down service along Holladay Street between the Rose Quarter and the Lloyd Center/NE 11th Ave MAX Station.

We know this two-week disruption will be a hassle, but it’s all for a good cause — to create a better and smoother ride for you.

Learn more about this MAX disruption and how your trips will be affected

Sarah Touey

Sarah Touey

I’m the resident engineer for TriMet’s Maintenance of Way projects. I seek out adventure by traveling and exploring other transit systems across the country, spending time at the beach with family and friends, and continuously remodeling our house with my husband Jarrett.

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Minimizing Heat Delays on MAX

Last year, we shared a bit about why our trains slow down when it heats up — basically, temperatures above 90 degrees bring the possibility of rails expanding and kinking, or overhead wires sagging.

We know how it feels to slow down in extreme heat.
We know how it feels to slow down in extreme heat.

Before we go any further, we should answer a common question: Why didn’t we build track that can withstand higher temperatures? Surely, places like Phoenix don’t have this problem — right?

It’s true. Hotter places like Phoenix, which experience many 90+ degree days, don’t have this problem. But they do have trouble at the other end of the spectrum, when it’s cold out. This is because transit agencies build systems to work within the temperature range of their region, with the rails and overhead wire resting (neither expanded nor contracted) at the average temperature. For reference, the average temperature here is about 55 degrees, compared to 75 degrees in Phoenix.

Nobody wants a slower trip in extreme heat. You’ve got places to be, and we’re trying to stick to a schedule. That’s why we’re looking into ways to speed trains up when it’s hot out — we’ve already come across a simple solution that seems to work: track anchors. These were initially installed along the new Orange Line track for other reasons, but later we noticed that the rail here didn’t seem to affected by high temperatures.

So last spring, crews installed similar anchors to the rail ties of a segment of Red Line track that we knew to be especially prone to sun kinks. These have kept the rail in place, even on warm days (when rail temperatures can approach 20 to 30 degrees hotter than the air temperature). This simple step, which didn’t even require disrupting service, saved approximately 25 to 30 minutes of time throughout each service day, adding back over 150 hours of increased on-time performance over the course of a year.

There’s also the issue of overhead wire sagging in the heat and potentially damaging the pantograph (the arm that connects MAX to the wire) if it drops far enough. So we’re looking into ways to give the counterweights — which keep the wire taut — more room to move.

This summer has been curiously mild, but we’ll use the hot days ahead to gather more data on how these potential solutions hold up in real life. Eventually, when we’re confident that they’re worth the investment, we’ll implement these upgrades on a wider scale. And we’ll be able to keep moving, right through the heat.

Related:

Why Our Trains Slow Down When It Heats Up

Monitoring MAX On-Time Performance

MAX System Reliability Improvements

Brian Lum

Brian Lum

I'm TriMet's Web & Social Media Specialist. I'm here to help tell our story, and to share the interesting things I find along the way. When I'm not here, you'll find me out riding my bike and taking pictures.

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Speeding up MAX reliability improvements

Throughout TriMet, we have been focused on improving MAX on-time performance (OTP) — our measure of reliable service — and doing it safely. Back in January, I shared our plans to improve. We’ve made some progress, and we hope it’s making a difference in your ride. MAX OTP improved from 75 percent last November to an average of just above 85 percent in June. We still have a ways to go, but we are on track and remain dedicated to achieving our long term goal of 90 percent.

rq (4 of 8)

The MAX system is very complex. Over the course of a day, it is in operation for about 22½ hours and provides more than 120,000 trips. It has many moving parts that include 145 vehicles, more than 130 miles of track and overhead wire, more than 250 track switches and nearly 200 rail operators. (And that doesn’t include the many mechanics, cleaners, rail controllers, yard workers, engineers, field operations staff and others who keep our system running safely every day.) There are many events that can cause delays to the system — here’s an update on how we are addressing some of them.

Starting on time, staying on time

To get you where you need to go on time, our trains need to start their day on time. We have improved how we track which trains are ready for service, along with how that is communicated between our maintenance and operations departments. Using the new web-based system speeds up that communication and gives us more time to focus on getting vehicles ready for service safely.

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Our managers, operators and maintenance teams also are working to ensure that our maintenance and operational checks are completed safely and in a timely manner, so our trains depart from the rail yard on schedule. But that’s just the beginning. To stay on time, we’re adding a portable data display to trains that will provide our operators with the current time and the time their train is scheduled to be at the next few stops. These mobile tablets are like the mobile data terminals on our buses that provide operators with key information, such as the time points for where they should be on their routes. I’d like to note that these are important tools to help our rail operators do their jobs, and operators will be instructed on how to use them while safely operating the train.

Uncovering common culprits

We’ve struggled with debris building up in switches, rail joint and track boxes on the Steel Bridge. This has given false indications that the track way on the bridge is occupied when it is not, leading to some significant train delays. The area of issue was in a section of the embedded track where all the MAX lines converge on the west end of the bridge. Crews have now removed the concrete around the track, which has improved drainage and gives our staff better access to keeping debris out of that equipment and also trouble-shooting any electrical issues which can rise from time to time.

Improving the tracks

Our maintenance of way department has been hard at work tackling several track projects. Some have temporarily disrupted MAX service; some have not. On the Red Line, near the Mt Hood Ave Station, crews worked overnight during non-service hours several days in a row last spring, installing anchors to the rail ties. In extreme heat, rails — which are made of steel — can expand and kink, requiring trains to run slower through the area. The new rail ties keep the rail in place. This summer we have experienced several warm days above 80 degrees, where rail temperatures can approach 20 to 30 degrees hotter than the ambient temperatures — so far we have not had any rail movement. This saves approximately 25 to 30 minutes of time throughout each service day, adding back over 150 hours of increased on-time performance over a one-year period.

rq (6 of 8)

During our 1st Avenue MAX Improvements project in May, crews installed new switches and rail and improved the track bed. This disrupted MAX service on 1st Avenue for two weeks, but it has paid off with the removal of slow orders along that stretch of rail.

Now we have another big project approaching fast: From Aug. 21 through Sept. 3, the Rose Quarter MAX Improvements project will replace switches just east of the Rose Quarter MAX Station and redesign the trackway, which will create a smoother ride. We will also upgrade the signal system, which will keep trains running on schedule into and out of the station. Like the work on 1st Avenue, this will require a major disruption to MAX service. Once again, we are asking for your help by adjusting trips to avoid the rush hours, using bus service or other transportation options. Learn more at trimet.org/rosequarter

Thank you for your patience as we continue our work to increase MAX on-time performance. We have much more to do, but we appreciate you staying with us as we keep MAX moving.

Doug Kelsey

Doug Kelsey

As chief operating officer, I oversee our transportation, maintenance and information technology divisions. Outside of work, I enjoy spending time with family and being active outdoors, especially cycling. I'm a huge basketball fan, and I'm proud to be a co-founder of one of Canada's largest high school tournaments.

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