By MARK BENNETT
Tribune-Star

UNION, Ill. (AP) — Hundreds of Terre Haute, Indiana, residents once sat in those leatherette seats, as passengers on Indiana Railroad’s Car No. 205.

Some rode that streetcar to and from jobs at riverfront factories. Other riders went shopping on Wabash Avenue. Many climbed aboard to take a date to a movie at one of several Terre Haute theaters, buy groceries at corner markets, attend a funeral or get drinks at a nightclub.

“It would just run down the middle of the streets,” explained Frank Hicks, a long-time volunteer at the Illinois Railway Museum.

Hicks, suited up in a conductor’s uniform and cap, strode through the now empty aisle of Car 205 on a cool Wednesday morning earlier this month.

Silence and shadows from the dim light inside the streetcar enhanced its bygone feel, more than 80 years after its last run on the streets of Terre Haute.

If those wood and metal walls could speak …

They can’t, of course. So Hicks and fellow volunteers at the museum provide the historical tales.

Today, the streetcar sits in preservation inside a cavernous barn, alongside similar early 20th-century machines, at the Illinois Railway Museum in the small town of Union, an hour northwest of Chicago.

Hicks has served as a museum volunteer for a quarter-century, along with his father. Hicks helped restore Car 205, one of six streetcars that serviced Terre Haute from 1936 to ’39.

Streetcars then disappeared from Terre Haute. Cheaper buses replaced them.

Car 205 is one of only two surviving Terre Haute streetcars. And it’s the only one preserved as it looked in Terre Haute.

The Illinois Railway Museum bought the streetcar in 1993 “to make sure it wasn’t lost,” Hicks said.

Indeed, the museum rescued it from the rainy weather of rural Washington. It had sat in a forest for nearly three decades. Its last 18 years of activity were spent as Car No. 4003 on the streets of Portland, Oregon, from 1940 to ’58.

The museum bought the car and restored its exterior to its original orange and dark green, instead of the dark blue and carmine red Portland colors. It also now wears its Indiana Railroad number, 205.

“It looks like it did in Terre Haute because we’re a Midwestern museum,” Hicks said.

Car 205 lived multiple lives, with different numbers, owners and color schemes. Built in 1927 at Cleveland’s G.C. Kuhlman Car Co., the streetcar and five others initially operated in Louisville, Kentucky, running routes to the Indiana towns of Jeffersonville and New Albany across the Ohio River until 1934. Car 205 and its sibling vehicles then sat idle in storage in Scottsburg until the Indiana Railroad decided to modernize them for inner-city duty in Terre Haute. Mechanics in Anderson did the upgrades.

Passengers paid 5 cents a ride in Terre Haute, according to the Vigo County Public Library archives. Streetcars arrived at their appointed stops every 10 to 15 minutes.

The streetcars picked up passengers at the intersection of Locust and North Sixth streets, near Bill Welch’s home in the 1930s.

When they had enough money for fares, “once in a while I’d get on a streetcar with my mom to go some place,” said Welch, now 96 and retired from a legendary high school teaching and coaching career. Youngsters in Welch’s neighborhood occasionally hopped on back of the streetcars, sneaking a ride for a block or two. At the time, North Sixth Street was a dirt road.

Like Welch, Lea Reyher remembers “mischievous boys” climbing atop the streetcars and yanking off the trolley poles that transferred electrical power from the overhead cables to the cars’ traction motors.

“The driver would have to get out and put it back on line,” Reyher recalled, and were “not happy, I’m sure.”

Reyher, a 94-year-old Terre Haute retiree, lived on Fifth Avenue on the city’s north side with her grandparents in the 1930s. A streetcar stop was a few blocks from their home. Reyher would run to the stop, catch the streetcar and ride to a job downtown.

“The drivers would wait on me a few minutes if I ran a bit late,” she said. That streetcar had the “same drivers on the same shifts for years, and they knew all their passengers like family.”

Streetcars first rolled through Terre Haute in the late 1800s, replacing horse-drawn carts on the mass transit continuum. Populations in cities such as Terre Haute could spread out.

“Streetcars were one of the devices that allowed cities to expand,” Hicks said. “Once you had mass transit, now you could have people live five miles from where they worked and take the streetcar.”

Those machines trekked along rail lines, drawing power from overhead electrical cables through a rod atop the streetcars. The electricity powered motors on each of Car 205’s four axles.

Structurally, streetcars resembled the fabled interurban cars, but both had some different mechanical elements, Hicks said. Most significantly, interurban cars were designed for longer trips from city to city at speeds of 40 to 60 mph. Streetcars were built to hit top speeds of 25 to 35 mph on shorter journeys within a single urban center. Car 205 and its five companions stayed within the Terre Haute city limits as streetcars, while local interurban cars carried passengers to Clinton, Sullivan, Indianapolis and Paris, Illinois.

Interurban cars also used a two-man crew. Streetcars had just a single motorman at the controls. The lone operator format caused designers to equip streetcars with a “dead man” device on the acceleration handle. If the driver suffered a heart attack and let loose, his abrupt release immediately stalled the car.

Like the interurban, streetcars also “ran equally well in either direction,” Hicks said, sitting in the motorman’s seat.

Welch recalled the streetcar network “covered the city pretty well. That was the way downtown, if you didn’t walk. It was good transportation.”

Streetcars ran east and west through Wabash Avenue. Wabash bustled with traffic, from both streetcars and the burgeoning automobiles, especially on weekends. Perhaps the busiest moment for streetcars came on game days for the Terre Haute minor league baseball team that played on East Wabash at Memorial Stadium.

“It was standing room only going out to the ballpark,” Welch said.

Streetcars began fading from the nation’s streets about the same time Car 205 debuted in Terre Haute. With America mired in the economic disaster of the Great Depression, many streetcar manufacturers went out of business. Kulhman, maker of Car 205, ceased operations by 1932. Car 205 is the youngest surviving Kuhlman-built streetcar.

Despite the manufacturers’ demise, Hauteans relied on the existing streetcars during that hard economic time. “That was the transportation for most people, because most families didn’t have a car,” Welch said.

By 1941, the Indiana Railroad was defunct. Automobiles gained popularity and surged after World War II. Cities such as Terre Haute paved over the streetcar tracks to adapt roads for cars, buses and trucks.

The old tracks have been dug up and removed to smooth the streets during the 21st century.

The only other Terre Haute streetcar still in existence sits in a California museum, fully restored but in the colors and fittings used in its latter years in Portland. Car 205 at the Illinois Railway Museum isn’t operational. Such a renovation would require rebuilding motors for each of its four axles, an effort that would cost $20,000 or more for each one, Hicks said. A total makeover would cost $500,000 or more.

Still, it rests with fresh paint and equipment on its exterior. “I can’t tell you how much Bondo there is in the thing,” Hicks said.

The car is shielded from the weather and ready for visitors to the museum — the largest of its kind in the world. It’s a fitting destination, given that Chicago is America’s rail hub and Midwestern cities such as Terre Haute are mainstays in the country’s rail legacy.

Museum visitors can ride a fully functional streetcar similar to Car 205. Advertising signs for Lux soap and soda pops line its curved ceiling. Hicks gave me a ride on my visit earlier this month. He even let me take the controls for a lap around the museum’s campus. The air brakes and doors hiss when activated. Hicks had to climb outside the driver’s window to connect the trolley pole to the line above.

It felt complicated yet simple, and antiquated yet ingenious. Riding a streetcar is a lesson in how we got to where we are today.

The post Former Portland streetcar a survivor of pre-World War II transportation era appeared first on Daily Journal of Commerce.

The Portland Bureau of Transportation is painting the town – or at least certain street lanes – red.

PBOT crews began to paint red bus lanes on Wednesday on Southwest Main Street between First and Second avenues.

The project aims to speed buses through traffic. The Federal Highway Administration has given permission for some U.S. cities, including Portland, to use red paint as a signal of bus prioritization.

The red lanes are transit priority routes where other modes are prohibited or limited. Cars, trucks, taxis and services such as Uber and Lyft are not allowed to use the lanes. Cyclists may use the lanes in certain locations, according to PBOT.

In addition to the downtown stretch of Main Street, red lanes will be coming to the intersections of Northeast Martin Luther King, Jr. and Lloyd boulevards, Northeast Grand Avenue and Burnside Street, and Northeast Grand Avenue and Couch Street.

“These new red lanes signal our commitment to doing everything we can to make transit an attractive option for more Portlanders and prioritizing tangible climate action in the face of looming climate catastrophe,” Commissioner Chloe Eudaly stated in a news release.

Experience in New York City and San Francisco has shown reduced collisions and lane violations after red lane treatments, according to PBOT.

Portland State University will collect data to evaluate the lanes’ performance. Metro and Portland Streetcar are also supporting the project.

More red lanes will be painted in downtown Portland in 2020, according to PBOT.

The post PBOT begins painting red bus lanes appeared first on Daily Journal of Commerce.

A Southeast Portland auto dealership that touts itself as the oldest in Oregon is bringing its facility up to speed.

The old Wentworth Chevrolet building on Grand Avenue is actually three buildings in one. That happened not by design, but over time as quarter-lot additions were constructed. Shoring up those three buildings – 60,000 square feet in total – while tenants operated inside required a year of preplanning and coordination, said Andy Hernandez, superintendent for R&H Construction.

The first building, a two-level structure that houses the parts and body shop departments, needed two walls replaced. Built in the 1920s as a showroom and body shop, the building was made with hollow clay tile that had become brittle and a potential hazard in an earthquake, Hernandez said.

R&H moved the 200-foot-wide, 25-foot-tall sections in four phases, holding up the building with wood and steel framing. The building was occupied throughout the process, Hernandez said.

“We had to shore up the building so we could replace the existing footings and build a new shear wall,” he said. “There were a lot of moving parts.”

The team had to balance the city’s requirements for protecting a building in the Central Eastside‘s historic overlay district with GM’s corporate branding requirements for a dealer upgrade, said Tim Brunner, principal architect at Axis Design Group, which designed the renovation.

“How do those mesh?” he said. “Often they don’t. What we’re going to end up with is a building that enhances the brand, but also adheres to the history of the district.”

Axis met the requirements by using materials prominent in the district early and in the middle of the 20th century, including stucco for most of the building facade’s eastern portion and a new north entry. That contrasts with metal paneling specified by GM, Brunner said.

“You’re going to know it’s a Chevrolet dealership, but it will complement the area and the nature of the district,” he said.

The building’s landmark neon sign, which had been deteriorating and conflicting with overhead wires from an adjacent Portland Streetcar line, had to be taken down.

Instead of adding a freestanding metal sign that would normally be used on an upgraded dealership, existing hand-painted signage will be touched up and adhere to historic standards, Brunner said.

The other two buildings – a brick service bay built in the 1940s and a concrete body shop built in the 1950s – also needed interior upgrades.

In the brick building, new lounges were added for customers and employees. Also, much of the electrical system had to be replaced with more energy-efficient fixtures. R&H had to relocate fiber-optic cables from a portion of the building under renovation so that the dealer could maintain communications throughout the project, Hernandez said.

The building’s exterior is being cleaned and repainted. Also, it’s gaining a backlit sign – rather than a typical, internally illuminated, plastic one.

The dealership, by the time the renovation finishes in late July, will look dramatically different than it did a year ago, said Bob Wentworth, co-owner of Wentworth Chevrolet. He and his four siblings, Carol Riede, Ann Wentworth, Greg Wentworth and Scott Wentworth, own the building.

“It’s going to make the building so much more customer-friendly with a larger showroom and better customer facilities,” Bob Wentworth said. “It’s just going to be updated to the standards people expect.”

Wentworth Chevrolet renovation

Location: 107 S.E. Grand Ave., Portland

Construction start date: August 2013

Anticipated construction completion date: July 2014

Owner: Wentworth Chevrolet

Architect: Axis Design Group

Engineers: Harper Houf Peterson Righellis, VLMK Consulting Engineers, Bradford Consulting Engineers

General contractor: R&H Construction

Other associates: Academy Specialties LLC

The post Driving toward building modernization appeared first on Daily Journal of Commerce.

Buying streetcars from an Oregon-based manufacturer has been a learning experience, said Rick Gustafson, executive director of Portland Streetcar Inc.

“It’s a classic case of going forward two steps and going back one step,” he said. “But it’s not a big surprise. The production cars are very complicated pieces of equipment.”

United Streetcar, a subsidiary of , was hired to construct five new streetcars for Portland Streetcar by July. Those vehicles will finally be delivered within the next two weeks, Gustafson said. The first one is scheduled to begin operating on Dec. 16, with the others to follow in three-week intervals.

The delays were costly, but Gustafson pointed out that this is Oregon Iron Works’ first foray into streetcar construction.

“When you get near the end, you discover that some of the parts you had drawings for don’t fit and you have to reconfigure the car to put everything on it,” he said. “That’s not unusual for first-time builders.”

United Streetcar was chosen because the project is being paid for with $20 million from the Oregon Lottery. The request for proposals included an “Oregon preference” stipulation, so in-state manufacturers’ bids were considered first. United Streetcar was the only in-state firm that responded to the RFP.

The company is learning as it goes, said Chandra Brown, vice president of Oregon Iron Works. For example, while constructing the second vehicle, a more efficient method for electrical wiring was discovered, so workers had to backtrack for the first one.

“It’s a huge learning curve,” Brown said. “It’s like the first time you build anything. It’s been a really lengthy, difficult process, but we (will be) very good once these bugs are worked out.”

Portland Streetcar’s numerous safety regulations presented other challenges. One, for instance, requires that cars be operable even if springs fail. Finding that solution took awhile, Gustafson said.

Delivery delays resulted in an extra $1.7 million going to , which was hired to oversee the project. That amount was added to the nearly $2.6 million the firm was already owed.

Streetcar service also has suffered, Gustafson said, since the opening of the eastside line. Without additional cars, Portland Streetcar has had to scramble whenever a car broke down or needed repairs.

However, United Streetcar has not required any additional money during the delays, so the project has not exceeded its $20 million limit, Gustafson said.

Also, the project has led to creation of nearly 200 new jobs, he said, because it helped establish Oregon Iron Works’ transit division; United Streetcar is set to begin constructing streetcars for other parties, including a new line in Tucson, Ariz., after this project finishes.

“It’s not unusual behavior for us to be supportive of local manufacturers,” Gustafson said. “We try to be supportive of other companies to do the same.”

Brown said the new cars will be better than existing ones, which were made in the Czech Republic. Their safety and HVAC systems will be much more intricate and efficient, she said. Also, the cars will be much quieter.

“We feel very bad it’s being delayed,” Brown said. “However, we’re proud that we want to build the safest, best cars … there’s incredibly higher standards on our cars.”

The cars will not enable more frequent service, Gustafson said, but rather decrease pressure on Portland Streetcar by serving as backup vehicles.

Portland Streetcar recognizes that cars, especially on the eastside line, are not arriving as frequently as they should be. That is because of insufficient money for operations and not a limited number of cars, Gustafson said.

“We appreciate that both the city and TriMet have had budget challenges, and so we’re operating a service at a level we regard as a minimum,” he said. “We prefer to operate at a higher level of surface, but we have to have the money to do that.”

Gustafson hopes that when the streetcar loop is completed, after completion of the Portland-Milwaukie light-rail bridge, more money will be available for operations.

The post Long-delayed streetcars expected to be finished soon appeared first on Daily Journal of Commerce.

Streetcar commuters were greeted to the platforms this morning with a message that read “POWER OUTAGE SYSTEM WIDE. NO SERVICE UNTIL POWER IS RESTORED.”

Apparently, the streetcar is running again as of 9 a.m., according to Portland Streetcar spokeswoman Julie Gustafson, though some of the platforms are still displaying that message.

The power outage happened because of a faulty connection in the overhead wiring to the , which would extend the streetcar over the Broadway Bridge, down Martin Luther King Jr. Boulevard and Grand Avenue, and back across the river to the South Waterfront ().

“Apparently there was something that was just slightly off,” Gustafon said. After several trains had gone through the area where the connection was made near the Broadway Bridge, the entire system shut down.

Construction crews still have work to do to the overhead wiring – or electrical hardware as the Portland Streetcar calls it. Expect to see crews working on Oct. 10 and 17.

Construction on the streetcar loop project is expected to be substantially completed by the end of this year. The Broadway Bridge will be closed for the weekend Oct. 22 and 23. Lanes on the bridge will also be closed periodically from Oct. 24. to Dec. 31. .

The streetcar should start running across the Broadway Bridge in September of 2012, though the loop won’t connect to the South Waterfront until the new bridge for the is completed.  is the construction manager/general contractor for the project.

The post Streetcar power goes out in bad connection to eastside loop appeared first on Daily Journal of Commerce.

Last month, the Portland Streetcar turned 10 years old. Today at Jamison Square the city is throwing the slow-yet-sleek moving form of transportation a party until 4 p.m. Mayor Sam Adams,  Rep. Earl Blumenauer and other local icons will give speeches, and there will be food and entertainment to round it all off.

Never mind that the streetcar has had some problems recently. The city’s focusing instead on the fact the line has carried 28 million riders during the past decade.

The city says investment in the Streetcar (the fruits of which are seen in that sexy number) has attracted more than 200 public transportation delegations to tour the system while securing $75 million in federal money for the east side loop. Furthermore, the city claims, the east side extension of the streetcar has created more than 1,200 construction jobs and will spur development in the inner east side.

While I think the streetcar is great way to introduce people to Stumptown, I have an aversion to numbers cooked up by bureaucrats. Not an hour after the city yesterday released a about the event, streetcar rider David Sullivan wrote:

How can you say 28 million rides. I have NEVER seen anybody counting them nor have I seen a turnstile or ticket … I have never seen anybody pay to ride or any enforcement”

To ask the mayor how they came up with these numbers or other questions you may have of the Streetcar, be sure to head on over to Jamison Square today.

The post Portland throws a party for the Streetcar appeared first on Daily Journal of Commerce.

Get your party hats out – the turns 10 today! Make plans to attend its party Aug. 12 at Jamison Square in the Pearl.

Unfortunately, like many 10 year olds, the streetcar is creating some headaches.

The $148.3 million, 3.3-mile eastside streetcar expansion has been delayed five months due to glitches in manufacturing at Clackamas-based streetcar producer Oregon Iron Works.

The Streetcar in Portland has it roots in a feasibility study done in 1990. Nine years later, construction began on the westside tracks.

Check out the city’s for the streetcar. Highlights include:

• Reduced emissions and increased transportation efficiency

• Increased community health from reduced emissions in the city

According to the plan, riding a streetcar gets you somewhere roughly two to three times faster than walking. Not that fast! It might be hard to convince Portlandlers to jump on board. But as someone who once waited at 10^th Avenue and Alder Street to catch the streetcar to Powell’s (three blocks away) when he first moved here, I can say the streetcar certainly appeals to tourists.

The post Portland Streetcar turns 10, throws a tantrum appeared first on Daily Journal of Commerce.

Portland City Council today approved a handful of changes to the Eastside Streetcar Loop project. The changes to contracts and intergovernmental agreements reflect complications in the project that will delay its completion and reduce streetcars on the 3.3-mile from six to five.

City project manager Vicky Diede told Portland City Council today that complications have arisen in the manufacturing of streetcars by Oregon Iron Works, a company new to the streetcar-making business.

Conditions attached to grant funding for the project require that the streetcars be made locally. Oregon Iron Works had planned to use a propulsion system manufactured by Czech company Skoda, which manufactured the city’s other streetcars, but Skoda was unable or unwilling to meet the requirements for documentation and testing necessary to certify the new cars, Diede said. The Portland streetcar team decided that it would instead use a propulsion system being developed by Wisconsin-based Rockwell International in the new cars. While that system is being developed, a propulsion system from Austria-based firm Elin will be used in a prototype.

The propulsion system complications have introduced new costs as Oregon Iron Works conducts engineering to fit the Elin motor to its cars. This cost will be initially paid for by Portland Streetcar funds but will be partially offset when Oregon Iron Works sells Elin-powered cars to other cities. The city recently received almost $1 million for seven streetcars Oregon Iron Works sold for $150,000 each to the city of Tuscon, Ariz., Diede said.

The Eastside Streetcar Loop project’s total $148.3 million cost is not expected to change because additional costs are being offset by cost savings – the city will reduce the number of streetcars – and the project’s contingency fund. The project will open five months later than previously scheduled with a completion date of Sept. 21, 2012.

The post Eastside streetcar loop will be delayed, number of cars reduced appeared first on Daily Journal of Commerce.

Construction on a bridge is never easy, but building streetcar tracks across the nearly 100-year-old Broadway Bridge brought challenges to a new level, contractors said.

That part of the $148 million Portland Streetcar Loop project, which broke ground in August 2009, is almost finished. The rest of the track installation is set to wrap up on time by the end of the year, said Rick Gustafson, executive director of Portland Streetcar Inc., the company managing it.

“The streetcar construction on the east side is going really well,” Gustafson said. “What we define as ‘going well’ is that we’re on budget and on schedule.”

When finished, the existing Portland Streetcar system will be extended by 3.3 miles from the Pearl District across the bridge and south to the Oregon Museum of Science and Industry.

With the bridge work – the hardest part – now mostly behind them, workers shouldn’t face anything else that would slow them down, said Steve Wood, project manager with Stacy and Witbeck, the prime contractor for the job.

“We’ve just got a little bit of work left on the Broadway Bridge, a few structural modifications of the deck and some work on two more spans, which will be finished in April or May,” Wood said. “But most of what’s left is just getting track work done in the streets now.”

During the bridge work, crews had to be prepared to take everything off of the lift span with 72 hours notice, because boats still needed to be able to get through, Gustafson said.

The century-old mechanical aspects of the bridge challenged workers, and many accurate weight measurements were required to make sure the bridge still opened and closed correctly during the process, he said.

“It had to stay the same weight the whole time, or it wouldn’t lift correctly,” Gustafson said. “So they had a full-time structural engineer there doing nothing but weighing the bridge constantly.”

A subcontractor, Hamilton Construction, performed some of the more technical parts of the process. The firm replaced the bridge deck with fiber-reinforced concrete panels, worked with steel structures and handled mechanical systems during the track installation.

“About 90 percent of that track is now in,” Wood said. “We still need to install the overhead centenary system – the overhead power wires – which will start in spring and go into summer, but that won’t be nearly as involved.”

Workers will continue to move through east-side construction in three-block chunks. As of mid-February, underground prep work was almost finished and the project was approaching the MLK Viaduct and Oregon Route 99E.

The two remaining challenges for workers will be to build track over the main line railroad near OMSI and to integrate the streetcar loop with TriMet tracks at Holladay Street and Grand Avenue, Gustafson and Wood said.

“We have to be very careful going over the main line railroad, because (if) you have an incident, well, the main line railroad doesn’t like to be interrupted,” Gustafson said. “It’s always hard working on a bridge, but we’re not expecting any problems.”

The tie-in with TriMet shouldn’t be difficult, but it will be intense, Wood said. The work has to be finished over a weekend.

“We’ll have from 1 a.m. on a Saturday to 4 a.m. on a Sunday to wrap it up, because that’s how long TriMet is able to shut down that spot for,” Wood said. “We’ll be working 24/7 during that two-day time slot – no rest, just go-go-go.”

The opening date for the whole line was originally set for April 2012, but that has been bumped back a bit because crews need more time to test the lines once they’re installed and also because some time may be needed to acquire the trolley cars needed for the expansion, Gustafson said.

“The proposal is to have the line open on Sept. 21, 2012, but that has not been adopted by anybody yet,” Gustafson said.

Cars are scheduled for delivery in July 2012, he added.

The post Streetcar work wraps up on Broadway Bridge appeared first on Daily Journal of Commerce.

I was riding home on the Portland Streetcar last night when the operator said on the intercom:

“Attention passengers, if you look under your seats, some of you will find a sandbox … ”

A sandbox? Under my chair? Am I about to win a car?

He continued, “Not every one will have a sandbox. If you have a sandbox under your seat, you don’t have to get off the streetcar, but you will have to get up because someone is getting on now to refill it.”

Alas, no car. But a young woman did hop on board with a five-gallon bucket filled with sand and started lifting seats so she could pour sand into the containers underneath them. The sandbox seats are attached to hinges, so you can apparently just pull the seat backs forward to reveal the sandboxes. The process was relatively painless for me, but I did have to get out of my seat (twice).

Anyway, I asked the sandbox attendant about the purpose of the sandboxes. She said they are “for traction.” When the seats are lifted, you can see that the sandbox is shaped like a chute that leads to somewhere beneath the streetcar.

I called Kay Dannen, spokeswoman for the Portland Streetcar. She said the sand is used for emergency braking. When the streetcar driver deploys the emergency brake, the sand is dropped in front of the wheels to stop the streetcar. The sandboxes are refilled periodically throughout the year, but the emergency braking system is more crucial when the tracks are slick with rain and leaves, like they are now.

One more thing – “You don’t have to get off the streetcar?” You’re darn right I don’t have to get off the streetcar, Mr. Operator. We all pay good money to ride this thing. Eh, OK actually almost no one pays, but still.

The post Your personal sandbox on the Portland Streetcar appeared first on Daily Journal of Commerce.