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A and B Loop

From Wikipedia, the free encyclopedia

A and B Loop
refer to caption
A streetcar operating the B Loop route and crossing the Broadway Bridge in 2016
Overview
Other name(s)
  • Portland Streetcar Loop Project[1][2]
  • Central Loop Line (2012–2015)
StatusOperational
OwnerCity of Portland
LocalePortland, Oregon, U.S.
Stations52
Service
TypeStreetcar
SystemPortland Streetcar
Services2
Operator(s)
  • Portland Streetcar, Inc.
  • TriMet
Daily ridership
  • A Loop: 1,541
  • B Loop: 1,369
  • (Weekday, August 2022)[3]
History
OpenedSeptember 22, 2012; 11 years ago (2012-09-22)
Technical
Line length
  • A Loop: 6.1 mi (9.8 km)
  • B Loop: 6.6 mi (10.6 km)
CharacterAt-grade (mixed between street running and exclusive lane) and elevated[4]: 17 
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
ElectrificationOverhead line, 750 V DC
Route diagram

Legend
NS
NW 11th & Marshall
NW 10th & Northrup
NW 9th & Lovejoy
Broadway Bridge
over Willamette River
NS
N Broadway/Weidler & Ross
NW 11th/10th & Johnson
NW 11th/10th & Glisan
NE Weidler & 2nd
NE Broadway & 2nd
NW 11th/10th & Couch
NE Broadway/Weidler & Grand
NE 7th & Halsey
SW 11th/10th & Alder
NE Grand & Multnomah
Blue Line │ Red Line
Northeast 7th Avenue & Holladay
Blue Line │ Red Line
Blue Line │ Green Line │ Red Line
Central Library
NE Grand & Holladay
SW 11th & Taylor
NE Oregon & Grand
Art Museum
SW 11th and Jefferson
NE Grand & Hoyt
SW 11th/10th & Clay
NE MLK & Hoyt
I-84.svg
I-84
Banfield Expressway
 SE Grand & Burnside
SW Park & Market/Mill
SE MLK & Burnside
Portland Transit Mall
SE Grand & Stark
Green Line │ Yellow Line
SE MLK & Stark
PSU
Urban Center
│
SW 5th
& Market
SE Grand & Morrison
Green Line │ Orange Line
SE MLK & Morrison
SW 5th & Montgomery
SE Grand & Taylor
Portland Transit Mall
SE MLK & Taylor
SW 3rd & Harrison
SE Grand & Hawthorne
SE MLK & Hawthorne
SW Harrison Street
SE Grand & Mill
S River Parkway & Moody
SE MLK & Mill
I-5.svg
I-5
Marquam Bridge
S Moody & Meade
OMSI
Orange Line
Tilikum Crossing
over Willamette River
NS
Orange Line
This diagram:

The A and B Loop is a streetcar circle route of the Portland Streetcar system in Portland, Oregon, United States. Operated by Portland Streetcar, Inc. and TriMet, it is made up of two separate services: the 6.1-mile (9.8 km) A Loop, which runs clockwise, and the 6.6-mile (10.6 km) B Loop, which runs counterclockwise. The route travels a loop between the east and west sides of the Willamette River by crossing the Broadway Bridge in the north and Tilikum Crossing in the south.

The A and B Loop connects Portland's downtown, Pearl District, Lloyd District, Central Eastside, and South Waterfront. It serves various landmarks and institutions, including the Rose Quarter, the Oregon Convention Center, the Oregon Museum of Science and Industry (OMSI), Oregon Health & Science University (OHSU), and Portland State University (PSU). Riders can transfer to Frequent Express (FX) and MAX Light Rail from several stations along the route.

Portland city officials considered an eastside streetcar line upon authorizing the Central City Streetcar on the west side in 1997. After several years of planning, the Portland Streetcar Loop Project was approved and held its groundbreaking in 2009. The first 3.3 miles (5.3 km) opened between the Broadway Bridge and OMSI on September 22, 2012. It was inaugurated by the Central Loop Line (CL Line) service, which ran additionally on the westside along 10th and 11th avenues. The opening of Tilikum Crossing in 2015 extended the streetcar from OMSI to the South Waterfront; this completed the loop, and the CL Line was rebranded to A and B Loop.

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Transcription

We have our pressure-volume loop. And what I wanted to do is kind of explore this a little bit further. And kind of a nice place to start might be with the name, right? Pressure-volume, or PV loop. And part of it makes perfect sense. You've got P there, and you got V there, so there's your PV. And the loop, one loop in this kind of sense, is really going to represent one heartbeat. So you're going to start at one point and kind of go all the way around from systole and diastole and back. And so using our PV loop, the one that we kind of drew together, let's actually show where systole would be. So if this is where we start, the red represents all of systole kind of going on and on. And this part is really quick, right? Just a fraction of a second, 0.05 seconds. And then finally, the aortic valve pops open. And systole continues. It's not like it just started there. Systole starts with the initial contraction of the left ventricle, continues through all of this, and also on this part where the pressure is falling. That's all systole. In fact, let me label that very clearly so it's clear that the red part is systole. And then that leaves, of course, another whole half of our loop. Although in terms of time much more than half, because some of these segments take longer. I'm going to do all this in blue. And all this stuff in blue represents diastole, the other half of the heart cycle. So this is when the left ventricle is now relaxing. So this is systole and diastole you can see kind of next to each other on this graph. So this represents one loop, or one heartbeat. So sometimes, you hear phrases. You'll hear the phrase end-diastolic such and such, or end-systolic such and such. So what do they mean? Well, end-diastolic is literally what it sounds like. It's the end of diastole, kind of where I drew an arrow. And what they're really talking about is a time point. So at that point in time, where diastole is done, you have a certain pressure, or sometimes they'll talk about end-diastolic volume, so I'm just going to write or. But these two terms, end-diastolic pressure or end-diastolic volume, are really referring to a time point where diastole has come to an end. I guess you could also say start systolic. And that's kind of the same idea, right? That's where systole is also beginning, where diastole is ending. But you don't really hear that term. You usually just hear the term end-diastolic. In fact, I think start-systolic is a word I might have just made up. So let me actually just erase that. But I do want to point out that the concept would be the same. Right, it's just a certain time point. So end-diastolic pressure volume is that point in time. And at that point in time, just remember a few things are happening. You've got, for example, the mitral valve just closed. So I'm going to write mitral closed. And if the mitral valve is closing, also means the tricuspid is closing. And of course, I'm going to put it in parentheses because this is the pressure-volume loop for the left ventricle. So we're not really thinking about the right ventricle, but some of the events are going to be the same. So the tricuspid is going to close at this point, as well. And if the mitral and tricuspid are closing you know they're going to make a noise. They don't close silently. And that noise we call the first heart sounder, S1. And if you think more along the lines of what it might sound like, we always kind of think of the idea of lub. You know that sound of lub dub? Well, the lub part of it comes from the closing. And now you can see on this loop where that might happen. Now, on the other side, you've got kind of similar set of stuff going on. So you've got what we call end-systolic. So if there's end-diastolic, you better believe there's going to be end-systolic. And this is going to be, again, pressure or volume. So the pressure or volume part gets kind of confusing. But just remember what people mean when they say end-systolic-- all they're trying to get at is that point in time. And just as before, you could pretend to make up a term, I suppose. You could say, well, isn't that the same as start-diastolic? And I suppose you'd be right. But because no one uses it, again, I'm writing it out just to kind of prove the point. But I'm going to erase it so you don't get confused. Because end-systolic is the term everyone has kind of come to adopt. Now, certain events are happening here, too. You've got the aortic valve closing. So this is the closing of a valve. And you've also got-- although not here-- the pulmonary valve closing. So you could also say, isn't the pulmonary valve closing? And the answer is yes. And these two together make a noise, of course. I'm going to write it right here, S2. And this is the dub noise. When we hear lub dub, now you can see where the dub part comes from. It comes from that second point on our loop. So we've got a couple points on our loop, and these loops are used all the time. In fact, the main reason we use these loops is because they convey so much information very, very quickly. So for example, let me just show you why we might use these loops or how they're useful to you by showing you some of the information you can glean from them. So you can actually, for example, take a look at these two numbers. And you'll say, well, what is that? Well, this is your pulse pressure. And you might have heard pulse pressure before. And usually the way we think of pulse pressure is if someone says, hey, the ratio of your blood pressure is-- I'm going to make this up-- 130/80. That means that my pulse pressure is just the two numbers subtracted by each other. So pulse pressure would be 130 minus 80, or 50. So this is just an example. So this would be pulse pressure, kind of the way we usually think of pulse pressure, just your systolic pressure minus your diastolic pressure. But looking at your PV loop, remember this is not your aortic pressure, which is what we measure usually in your arm. This is actually your left ventricular pressure. So left ventricular pressure is going to be very, very similar. You've got kind of the low end right here, and you've got the high end. And the low end is really the lowest that the blood pressure in the aorta is going to be, and the high end is the highest that the aortic pressure is going to be. So your pulse pressure you can kind of figure out. Using this loop, I would say, well, on this loop, the pulse pressure equals 120, because that's the high end right there, minus 80. And so I would say my pulse pressure equals 40 millimeters of mercury. That would be my answer if someone asked me, what is the pulse pressure on this PV loop? So the cool thing is that you can actually use these PV loops to calculate things like pulse pressure. Now, another interesting thing you can quickly calculate is this. I'm going to just draw it with green, a different color. And this is my stroke volume. All that means is the volume of blood that leaves my heart with every stroke. So at the one end when my left ventricle is really full, you've got 125. And then, when it finally kind of squeezes as much as it's going to, you end up with 50. So my stroke volume is literally just 125 minus 50, and that ends up being 75. So if someone said, hey, what's your stroke volume here, I would say, well, it's 75 milliliters. So one final thing then-- I don't want to overwhelm you, but I want to really point out all the kind of interesting things you can learn from this PV loop-- is what we call the ejection fraction. Now, this is just the stroke volume, which we just calculated to be 75, divided by what they call peak volume, or total volume in the left ventricle when it's full. I'm going to call it peak volume. So in this case, what is the peak volume when it's 125? That was the highest amount of blood that we got into this left ventricle. So the ejection fraction would be 75 divided by 125. And notice that the volumes cancel. So all you're left with is just two numbers over each other. And in this case, you get 60%. I'm writing it as a percent. You could also say it's 0.6. But usually, we talk about it in percentages. So I would say the ejection fraction using this PV loop is 60%. So you can look at these PV loops, and you can learn certain words like end-diastolic, end-systolic. You can calculate things like your pulse pressure, your stroke volume, or ejection fraction. So they basically give you a ton of information, and that's why we always use them.

History

Planning

refer to caption
The Broadway Bridge in 2009, prior to the installation of streetcar tracks

In 1990, a citizen advisory committee, citing the 1988 Central City Plan, convinced the Portland City Council to develop a streetcar (then referred to as "trolley") network in downtown Portland.[5][6] In July 1997, the city council formally authorized the Central City Streetcar project. By then, discussions to expand streetcar service east of the Willamette River had also begun, and $200,000 was allocated to strengthen the outer lanes of the Hawthorne Bridge with the intention of having it carry a future line between OMSI and the Oregon Convention Center.[7] The Hawthorne Bridge was closed in March 1998 and reopened in April 1999 with the outer-lane decks rebuilt to accommodate notches for rails.[8][9] In July 2001, the Lloyd District Development Strategy proposed a separate plan that envisioned a Lloyd District transit hub, with modern streetcars complementing existing bus and MAX Light Rail service;[10] it suggested running streetcar lines on Broadway and Weidler streets through to the west side via the Broadway Bridge,[11][12] which had carried streetcars from 1913 to 1940.[13]

In February 2003,[14][15] Portland Streetcar officials, amid TriMet (Portland's regional transit agency) plans to construct a new bridge over the Willamette River for the Portland–Milwaukie Light Rail Project,[16] proposed an inner eastside loop route using the Broadway Bridge and TriMet's proposed bridge (instead of the Hawthorne Bridge). The city council adopted the Eastside Streetcar Alignment Study that June.[17] The study outlined a westside–eastside streetcar route that ran from the existing streetcar tracks in the Pearl District, across the Broadway Bridge to the Lloyd District, then south along Grand Avenue and Martin Luther King Jr. Boulevard to Hawthorne Boulevard. A southern crossing back to the west side depended upon whether the proposed bridge would be constructed, leaving that section undetermined at the time.[15][18] In 2008, the Portland–Milwaukie project steering committee selected a locally preferred alternative that included a new river crossing between the South Waterfront and OMSI near Caruthers Street;[19] this led to a decision to build the first phase of the eastside streetcar 3.3 miles (5.3 km) up to OMSI (farther south from Hawthorne Boulevard) until the new bridge could be completed, after which the streetcar would cross the bridge back to the west side to complete the loop.[20][21]

Funding and construction

Metro, the Portland metropolitan area's regional government, approved the eastside streetcar extension with the selection of a locally preferred alternative on July 20, 2006,[22][23] that the city council adopted in September 2007.[24] The total cost of the project, including the cost to purchase additional vehicles, amounted to $148.8 million.[4]: 19  Portland allocated $27 million of city funds,[24] and $20 million from the state, $15.5 million from a local improvement district, and a combination of various other local or regional sources completed the locally sourced funding.[25] On April 30, 2009, U.S. Transportation Secretary Ray LaHood announced $75 million in federal funding for the project, the full amount that was requested.[26] It was the first streetcar project to receive funding under the Small Starts program in part due to the Obama administration's departure from the practices of the Bush administration, which had awarded the funding to projects based on speed across long routes.[27] The Small Starts allocation, secured in large part through the efforts of U.S. Representatives Earl Blumenauer and Peter DeFazio of Oregon, was the largest and final component of the financing plan and meant the project could proceed with construction.[26][28]

A blue and red-painted streetcar with "Made in USA" displayed on its side
Unveiling of the United Streetcar 10T3 prototype in July 2009

In January 2007, Oregon Iron Works was awarded a $4 million contract to locally produce a streetcar prototype as provided by the Transportation Equity Act of 2005.[29][30] On July 1, 2009, its subsidiary, United Streetcar, unveiled the first prototype in Portland;[31] it was the first U.S.-built streetcar in nearly 60 years[dubious – discuss].[32][33] That August, the city signed a $20 million contract to purchase six new vehicles from United Streetcar for the eastside extension.[34] In July 2011, the city council agreed to contractual changes that reduced the number of streetcars on order from six to five due to unanticipated costs related to production.[35] United Streetcar had relied on Czech streetcar manufacturer Škoda, which built the Portland Streetcar's first vehicles, to provide the propulsion system that eventually failed acceptance testing. Project officials subsequently opted to obtain the propulsion system from Austrian manufacturer Elin, which necessitated changes to the streetcar design to accommodate a different form factor. The changes led to higher costs and delayed the project for five months.[36]

Groundbreaking for the Portland Streetcar Loop Project took place on June 25, 2009.[37] Portland awarded the building contract to Stacy and Witbeck,[38] and construction began in August.[39] For the project route along city streets, crews laid tracks in three-to-four-block increments,[40] with each segment completed every four weeks. Excavation for the trackbed was eight feet (2.4 m) wide and 14 to 18 inches (36 to 46 cm) deep.[1] Workers closed the Broadway Bridge for renovation from July to September 2010.[41][42] To maintain the existing weight of the bridge after adding tracks, which was necessary to allow it to continue lifting its spans, workers replaced the deck with lighter fiber-reinforced concrete.[43][44] In the Pearl District, sections of what had been two bidirectional streets—Lovejoy and Northrup—were converted into one-way streets after rail was installed. The Lovejoy ramp on the west end of the Broadway Bridge reopened to traffic in November 2010.[45] In Southeast Portland, workers built a 425-foot (130 m) bridge that carried the streetcar from Southeast Stephens Street to the project's eastern terminus at OMSI.[46] The extension's overhead lines went live in April 2012, and testing continued through to opening day.[47]

Opening and closing the loop

refer to caption
A CL Line vehicle bound for OMSI on Northeast 7th Avenue in 2014

The 28-station,[4]: 17  3.3-mile (5.3 km) eastside extension opened on September 22, 2012.[39][48] Portland Streetcar formed a new service called the "Central Loop Line" (CL Line) and renamed the original service on the west side the "North South Line" (NS Line).[49] The CL Line operated the eastside extension and ran additionally on the west side via 10th and 11th avenues for a total of 4.5 miles (7.2 km);[4]: 19  it overlapped with the NS Line between Southwest Market Street and Northwest Northrup Street.[50] Service along the eastside segment commenced with frequencies of 18 minutes instead of 15 minutes (or 12 minutes as initially planned)[51] due to funding cuts by the city and TriMet,[52] and delivery delays from United Streetcar.[53] The delays additionally forced Portland Streetcar to deploy its entire fleet of 11 cars and operate without a spare. Local publications highlighted the resulting infrequent service and criticized the streetcar's reliability and slow speed.[51][52] Joseph Rose, writing for The Oregonian, called the streetcar the "Stumptown Slug" after he traveled quicker from OMSI to Powell's City of Books on foot.[54] The first new streetcar finally arrived in January 2013 and entered service on June 11.[55] Fares were $1 upon opening due to TriMet's discontinuation of the Free Rail Zone, which had allowed free use of the Portland Streetcar system.[56][57] TriMet had intended to cut service on bus route 6–ML King Jr Blvd, which ran alongside the eastside tracks, but increased service instead after interviewing riders.[51]

A view of the Tilikum Crossing bridge from the pedestrian and bicycle lane with a streetcar passing by
A streetcar on Tilikum Crossing in 2015

The second phase of the Portland Streetcar Loop Project, referred to as "Close the Loop",[58] which was later changed to "Complete the Loop",[59] extended the streetcar tracks from OMSI across the Willamette River to the South Waterfront.[58][60] This phase had awaited the Portland–Milwaukie project's new river crossing,[50] which finally began construction in 2011.[61] The project had a total cost of $6.7 million and included automatic train stop upgrades.[62] Construction of the streetcar components started in August 2013 with the installation of a turning loop on the intersection of Southeast Stephens Street, Grand Avenue, and Martin Luther King Jr. Boulevard.[63] From September to October that year, crews expanded the SE Water/OMSI streetcar platform and installed the streetcar-track connection with the new bridge. Shuttle buses carried riders in sections where the streetcar tracks were temporarily closed.[64] From June 26 to August 17, 2015, CL Line service ceased operating as part of Multnomah County's closure of the Broadway Bridge to make way for repainting.[65]

On August 30, 2015, a new temporary schedule eliminated the name CL Line in favor of two separately named routes: "A Loop" and "B Loop". A Loop and B Loop took over the CL Line route and were further extended on the west side via existing tracks from Southwest 10th and Market streets in downtown Portland to Southwest Moody and Meade streets in the South Waterfront. Streetcars began crossing the new bridge, which by then was named "Tilikum Crossing", but without carrying passengers across it, during a two-week transitional "pre-revenue service" phase.[66] The CL Line was formally re-branded as the "A and B Loop" on September 12, 2015,[67] when Tilikum Crossing opened to the public and began permitting streetcars to carry passengers on the route section across the bridge.[68][69]

Impact and later developments

Portland city and streetcar officials have credited the eastside extension with encouraging development along and near its route; they have claimed that major redevelopment projects in the Lloyd District,[70] including years-long efforts by Metro to build a convention center hotel,[71][72] began or were announced after the extension had started construction.[70] In 2013, Hassalo on Eighth broke ground at the Lloyd 700 "superblock", where the eastside extension was deliberately routed to support redevelopment.[73] OMSI began pursuing redevelopment plans for its location in Southeast Portland in 2008. Days before the eastside extension's opening, OMSI's senior vice president stated that the streetcar's presence "will be an important element in the development of the lower eastside".[70][74] In December 2021, OMSI submitted a formal proposal to the city for the "OMSI District", which plans to develop 10 city blocks into mixed-use buildings and includes up to 1,200 new housing units.[75] A study published for the Transportation Research Record in 2018 noted that observed stations along the CL Line increased employment around their areas by 22 percent, compared to just eight percent by Multnomah County, between 2006 and 2013.[76]

In February 2020, the Portland City Council adopted the Rose Lane Project in an effort to improve bus and streetcar travel times within the city.[77][78] The ongoing project aims to create red-painted dedicated lanes, remove or restrict on-street parking, and implement traffic-signal priority for buses and streetcars.[79] That October, the Portland Bureau of Transportation (PBOT) launched the MLK/Grand Transit Improvements project, a complement to the Rose Lane Project that added red lanes to the streetcar alignment on Grand Avenue and Martin Luther King Jr. Boulevard.[80] Work started on October 7 and was completed after four weeks.[81]

In April 2022, the City of Portland filed a lawsuit in Multnomah County Circuit Court against TriMet and Stacy and Witbeck for negligence and breach of contract. The city alleged that TriMet failed to oversee the contractor, whose workers, in turn, failed to "perform the work in a professional and workmanlike manner", in the construction of an elevated section of the streetcar near OMSI after cracked walls and foundational flaws were discovered. The city is seeking $10 million from the defendants for the cost of repairs.[82][83]

Service

As of January 2022, the A and B Loop operates from 5:30 am to 11:30 pm on weekdays, from 7:30 am to 11:30 pm on Saturdays, and from 7:30 am to 10:30 pm on Sundays. Headways in each direction range from 15 minutes between 10:00 am and 7:00 pm on weekdays and Saturdays to 20 minutes for all other times. Traveling a complete loop in either direction takes just under one hour.[84]

Ridership

In August 2022, the A Loop carried an average of 1,541 riders on weekdays while the B Loop carried 1,369 riders.[3] Prior to the COVID-19 pandemic, which impacted public transit ridership globally, the route had served significantly more riders; the A and B Loop carried 3,612 and 3,064, respectively, on weekdays in September 2019.[85] During the first two weeks from opening, about 3,200 riders used the eastside extension per day on weekdays, 1,700 fewer riders than what the westside line recorded when it opened.[86] Six months later, PBOT reported the streetcar collected only 55 percent of its expected fares; PBOT had projected fare revenues of $1 million annually, which would have resulted in an 11-percent farebox recovery ratio of its $8.9 million operating expenses.[87]

Forecasts used to help justify federal funding for the Portland Streetcar Loop Project predicted 8,100 average weekday trips during the first operating year, while an alternative forecasting method predicted 3,900 average weekday trips for the same period. The FTA recorded an actual usage of 2,500 average weekday trips for the first year. Analysis attributed the lower-than-anticipated ridership to less frequent service than planned (15-minute actual headways versus the planned 12 minutes) and overstated projections for the number of commuters transferring from outside the Central City.[4]: 20–22  The overall system set a ridership record in February 2017; that year saw ridership increase by 10 percent, mostly along the eastside. The streetcar set another record in April 2018, when the A and B Loop recorded 7,424 riders per day on weekdays.[88]

Route

The A and B Loop is a circle route that runs across subdistricts contained within Portland's Central City,[89] namely downtown Portland, Pearl District, Lloyd District, Central Eastside, and South Waterfront.[90] It consists of two services that for a majority of the route operate in a one-way pair: the 6.1-mile (9.8 km) A Loop, which runs clockwise, and the 6.6-mile (10.6 km) B Loop, which runs counterclockwise.[91] From Southwest Market Street, the route travels north through downtown Portland to the Pearl District via 10th and 11th avenues. It turns east on Northwest 10th and Lovejoy towards the Broadway Bridge and crosses the Willamette River.[90] After the bridge, the tracks traverse Broadway and Weidler streets. The B Loop then turns right onto Northeast Grand Avenue, while the A Loop turns right on Northeast 7th Avenue, left on Oregon street, and another left onto Martin Luther King Jr. Boulevard. The lines reconnect at a turning loop on Southeast Stephens Street and enter an overpass at Harrison Street, which carries the route to OMSI.[50][90][92]

From OMSI, the streetcar tracks connect with the MAX tracks just west of the OMSI/Southeast Water MAX station as they approach Tilikum Crossing to cross the river back to the west side.[93][94] They split at the four-track South Waterfront/South Moody MAX station, where the streetcar tracks run in the middle of the station's island platforms but don’t stop at the station.[95] The route connects with the westside streetcar alignment on Southwest Moody Avenue then heads north towards RiverPlace. The tracks turn left on Southwest River Parkway, right on 4th Avenue, left on Montgomery Street, and split again on 5th Avenue. From the intersection of Southwest Montgomery and 5th, the A Loop crosses PSU's Urban Plaza diagonally for Mill Street, while the B Loop turns right onto 5th Avenue. The A Loop returns to Southwest 10th Avenue from Mill Street, while the B Loop turns left onto Market Street and proceeds until it returns to 11th Avenue.[90]

Map
A geographic map of the Portland Streetcar system:      A Loop,      B Loop,      NS Line

Stations

The A and B Loop serves 52 stations, 24 of which are shared with the NS Line.[84] Each platform is equipped with a ticket vending machine, real-time display system, and line information signs,[96] and is accessible to users with limited mobility.[97] Connections to FX and MAX Light Rail can be made at several stops along the route.[98][99]

List of A and B Loop stations
Station[84][100] Neighborhood Commenced Connections and notes[90]
A Loop B Loop
SW 10th & Clay SW 11th & Clay Downtown September 22, 2012 Connects to NS Line
Art Museum SW 11th & Jefferson Connects to NS Line
Serves Portland Art Museum
Central Library SW 11th & Taylor Connects to NS Line, MAX (Blue, Red)
Serves Central Library
SW 10th & Alder SW 11th & Alder Connects to NS Line
NW 10th & Couch NW 11th & Couch Pearl District Connects to NS Line
Serves The Armory
NW 10th & Glisan NW 11th & Glisan Connects to NS Line
NW 10th & Johnson NW 11th & Johnson Connects to NS Line
NW 9th & Lovejoy — —
— NW 11th & Marshall —
— NW 10th & Northrup Connects to NS Line
N Weidler & Ross N Broadway & Ross Lloyd District Serves Rose Quarter
NE Weidler & 2nd NE Broadway & 2nd —
NE Weidler & Grand NE Grand & Broadway —
NE 7th & Halsey — —
NE 7th & Holladay NE Grand & Multnomah Connects to MAX (Blue, Green, Red)
NE Oregon & Grand NE Grand & Holladay —
Oregon Convention Center NE Grand & Hoyt Connects to MAX (Blue, Green, Red)
Serves Oregon Convention Center
NE MLK & Burnside SE Grand & Burnside Central Eastside —
SE MLK & Stark SE Grand & Stark —
SE MLK & Morrison SE Grand & Morrison —
SE MLK & Taylor SE Grand & Taylor —
SE MLK & Hawthorne SE Grand & Hawthorne —
SE MLK & Mill SE Grand & Mill —
OMSI Connects to FX, MAX (Orange)
Serves OMSI, Tilikum Crossing
S Moody & Meade South Waterfront August 30, 2015 Connects to NS Line, FX, MAX (Orange)
Serves OHSU Robertson Life Sciences Building,[101] Tilikum Crossing
S River Parkway & Moody Downtown Connects to NS Line
SW Harrison Street Connects to NS Line
SW 3rd & Harrison Connects to NS Line
PSU Urban Center SW 5th & Montgomery Connects to NS Line, FX, MAX (Green, Orange, Yellow)
Serves Portland State University
— SW 5th & Market Connects to NS Line
Serves Portland State University
SW Park & Mill SW Park & Market Connects to NS Line
Images of A and B Loop stations
  • The Portland Streetcar platform at Northeast 7th & Halsey with a streetcar stopped next to it.
    NE 7th & Halsey station
  • The Portland Streetcar platform at Northeast 7th & Holladay with a streetcar stopped next to it.
    NE 7th & Holladay station
  • The Portland Streetcar platform at Oregon Convention Center with a streetcar stopped next to it.
    Oregon Convention Center station

References

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