Portland MAX

Eastbound Blue Line MAX train departing NE 7th station in the Lloyd District. Photo by Adam J. Benjamin.

System Overview

Portland's MAX, short for Metropolitan Area Express, covers 44 miles across the Portland Metro area. MAX uses a combination of right-of-ways including freeway shoulders and medians, paved tracks on city streets, and private right of way. Some sections of track use old trolley lines. TriMet, the Portland metro area's Transit Authority, owns and operates the MAX Light Rail system. Almost all of TriMet's bus lines tie into MAX stations, feeding the growing rail system.

The MAX Blue Line is the first light rail line in Portland, and is the main east-west spine of the MAX system. Begining in 1986 with the Portland-Gresham segment (Cleveland Avenue to 11th Avenue), this was extended from downtown Portland to Hillsboro in 1998. These two segments now make up the Blue Line, but are referred to as Eastside MAX (Galleria/Library stations east to Gresham) and Westside MAX (Galleria/Library west to Hillsboro). This main spine of MAX is used by all the other lines to enter downtown Portland. The Red Line uses the segment between Beaverton Transit Center and Gateway Transit Center. The Yellow Line uses a small section over the Steel Bridge to Rose Quarter. And the newest part of MAX, the Green line, piggybacks from Steel Bridge to Gateway.

Maps

Station by Station

For purposes of the station-by-station photo guide on this site, the MAX system is separated into these five sections:

Eastside MAX

Westside MAX

Interstate MAX & North-South Transit Mall

Airport MAX

Clackamas MAX

Eastside MAX

The origins of MAX light rail begin in Portland's old trolley systems. TriMet, the Portland Metro Area's transit authority, is a direct descendant of Portland's once-extensive trolley system.

The last city lines were closed in 1950, and a long-running Portland-Oregon City interurban line ended service in 1958. Despite efforts in the past to save the streetcars, Portland converted to all-gas bus service run by Rose City Transit.

By the 1960's and 1970's, Portland was violating federal clean-air standards on a daily basis. Concurrently, a controversial new freeway was in the planning stages. The Mt. Hood Freeway would have sliced through Southeast Portland, displacing thousands. Grass-roots efforts around the city called attention to the general distaste for new freeways, and affected local elections. These efforts culminated in the election of anti-freeway politicians to city and county offices. These new administrations successfully lobbied and killed the Mt. Hood Freeway.

About this time, The Tri-County Metropolitan Transportation District (popularly TriMet) was also created by the city of Portland, using special powers granted by the state legislature. Rose City Transit was not doing enough to generate ridership and meet federal air quality standards. When Rose City asked the city for a fare increase, the city created TriMet. After lengthly debate and lawsuits, and a transit worker's strike, TriMet assumed all operations of Rose City Transit in December of 1969. They quickly absorbed many of the outlaying suburban bus services over the next few years. TriMet also began planning for rapid transit solutions, opening the Portland Transit Mall to buses in 1975, and studying light rail.

After the decision was made to scrap the Mt. Hood Freeway in the 1970's, light rail in Portland went to the forefront of plans to improve Portland Metro Area traffic problems. Momentum was boosted when legislation was passed in the US Congress to allow funds from canceled freeway projects to be used for urban transit projects. Voters approved funding to build what was then called the Banfield Light Rail Project, named for the freeway (I-84) which the alignment mostly followed.

Despite strong support in Portland for the project, Gresham officials and businesses were cold to the proposal. A Gresham City Council vote to sign on to the project won by a single vote. Had this gone the other way, the line would have ended near Gresham's city limits (at about 162nd Avenue).

Despite the approval, Gresham City Council pushed for (and got) light rail to veer away from the traditional downtown area of Gresham. Civic leaders and Businesses were fearful that the trains would bring more crime and the undesirable types associated with it. These fears proved to be unfounded as light rail brought attention and riders to areas around the Gresham alignment. Property values rose and none of the rampant crime that was expected materialized. Gresham has since relocated its city hall to near the MAX line, and retail and residential developments have followed.

Construction began on the 15 mile starter line in 1981, with service beginning in 1986. The system was named MAX, short for Metropolitan Area Express, in a local contest.

Along Portland's section of Eastside MAX, property values raised and development has continued to this day. This increase in development and housing density prompted the next expansion: taking MAX west into Beaverton and fast-growing Washington County.

Westside MAX

The redevelopment and transit ridership figures from the Eastside line provided the impetus to extend MAX further west into Washington County. In 1992, voters approved the local matching funds to build the line. At first, the line was to end in Beaverton, but was farsightedly extended to Hillsboro during the planning process.

Construction on this 18 mile line began in 1994, opening fully in September 1998. Within 19 months, Westside MAX broke its projected 2005 ridership estimates. Other ridership figures showed a huge jump in transit use along the Westside Line, with the most trips coming from riders new to transit.

Unlike Eastside MAX, Westside MAX was built through mostly undeveloped areas. Even before the line opened, many new residential and retail projects sprang up along the line, especially in the mid-Washington County section. High tech businesses attracted riders, as two MAX stations serve close to to Intel Plants.

Inside Hillsboro and Beaverton, the cities redeveloped areas around major stations. Beaverton's Round project and the Hillsboro Civic Center are two examples of these cities attempting to redefine themselves.

According to Metro Area long-range transportation plans, Westside MAX may one day be extended west from Hillsboro into the city of Forest Grove. Bus rapid transit or commuter rail technology also could be considered for this link.

Another extension is mentioned in a May 2004 Oregonian newspaper article. This would extend Eastside MAX from the current Cleveland Avenue terminus station to Mt. Hood Community College. The college is just to the northeast of the current line. This extension would not only serve MHCC students, but also residents of the nearby City of Troutdale.

Interstate MAX

After voters approved funding for the Westside MAX extension, and noting the success of the existing Eastside MAX line, TriMet began planning a line to connect Vancouver, Washington to Clackamas County. This plan became known as North-South Light Rail. This plan would prove to be TriMet's most controversial transportation plan.

Plans hit a snag when voters in Clark County rejected funding their portion of the line in a resounding vote. TriMet then redrew the alignment as an Oregon-only plan, which resulted in two close defeats at the polls. TriMet and regional growth planners then dropped the plan and concentrated on non-light rail transportation solutions in this corridor.

Had the North-South Line been fully built, it would have stretched from Vancouver's Clark College in the north to Clackamas Town Center mall in the south. The Oregon-only version scaled the north end back to the Kenton neighborhood in North Portland.

Despite studying non-light rail solutions to transportation needs in this corridor, TriMet noticed that those living along the line in North Portland mostly had voted in favor of it. This section was to have been built on Interstate Avenue. This section of North Portland was in need of revitalization, which also caught the City of Portland's eye.

With the celebrated opening of Westside MAX and the phenomenal ridership figures coming in from this new line, TriMet decided to resurrect the Interstate Avenue portion of the North-South line and give it another go.The redefined Interstate line would begin at the Rose Quarter with the northern terminus at the Portland Expo Center. However, funding it was looking like a problem.

The City of Portland was the first to volunteer funding, as they created an urban renewal district around the corridor. This provided some funds for the line combined with TriMet. However, it was not enough for federal matching funds. Planners were still leery about going to the polls and raising taxes again, so another, creative was was found.

Since the new Airport MAX extension and the newly opened Portland Streetcar projects did not ask directly for matching funds, it was found that the entire cost of their construction could be used as matching funds. This resulted in a whopping 75% federal share in the project, and Interstate MAX, as this project became known as, was born.

While in planning, the communities along the line were invited to observe and give input to what to do with the line. Last minute changes included paved tracks along most the line, promotion and aid for businesses during construction, and further meetings. This was acceptable and TriMet broke ground at the Rose Quarter in 2001.

The entire project was an example in good management, as every goal set for construction was met. Only 3 businesses were lost due to construction, no businesses or homes were demolished for construction, and the entire project was finished 4 months ahead of schedule and $25 million under budget. Recycled materials were heavily used making this one of the nation's most greenest light rail projects.

Service began with fanfare on May 1, 2004. What may be termed Portland's biggest block party kicked off when the first train pulled out of the Rose Quarter at 11 o'clock. 23,000 people showed up to ride the Yellow Line on the first day.

The revitalization of Interstate Avenue progresses, as existing businesses obtain storefront improvement project funds from the Portland Development Commission. However, these funds are limited, as much of the Urban Renewal funds were put toward light rail construction. However housing projects and a major grocery chain store have been proposed along the line. Recently, another chain demolished their existing store and is currently building a bigger one. As this line just opened, the results of its impact will, for the most part, be forthcoming at this time.

The MAX Yellow Line is owned and operated by TriMet, the Portland Metro Area's mass transit agency.

Speaking on the success of bringing Interstate MAX to reality, TriMet's General Manager called it the "Phoenix Line" at opening ceremonies. Truly this rise from the ashes has prompted other sections of the old North-South line to be resurrected. Currently, TriMet is planning lines south into Clackamas County, one along a portion between downtown Portland and the city of Milwaukie to the south. Possibilities exist to go north into Washington State, and it is a goal of TriMet to study this over the next decade.

The Metro South Corridor Plan was born of the defeat of the North-South line to bring non-light rail transportation solutions to northern Clackamas County. However, residents of Southeast Portland were very vocal about bringing light rail back onto the table. TriMet was also looking into ways to ease congestion on the current downtown Portland MAX alignment. East Clackamas County was worried about projected growth out-pacing transportation capacity. Thus, the two phase South Corridor plan was born. Milwaukie residents, once mostly opposed to light rail, have warmed up to the new plan.

As part of the first phase, MAX would be extended from Gateway TC south to Clackamas Town Center. Tracks would be built on the downtown Portland Transit Mall from Union Station to Portland State University, branching off the mainline at the Steel Bridge. This new line would be colored Green, and Yellow Line trains would use its Transit Mall alignment.

From PSU, the second South Corridor Phase would start, taking trains across a new light rail-only bridge. Tracks would meet up with McLaughlin Blvd, following it to north of Milwaukie. Here, the tracks would loop east of downtown Milwaukie, terminating at Lake Road.

While the Green Line and Transit Mall alignments can be funded without property tax increases, it is most likely the Milwaukie segment will require a public vote on this.

A phased light rail loop is under study in Clark County, Washington. This would take the yellow line north across the Columbia River, through downtown Vancouver, then east on SR 500 to the Vancouver Mall area. Trains would then head south on I-205, crossing the Columbia and tying in with the Airport MAX/Red Line. Some maps show the loop connecting here and turning into the Portland Airport to terminate.

The Yellow Line may also one day extend farther south from Milwaukie to Oregon City, or east down the Milwaukie Expressway to Clackamas Town Center. These extensions would be far off in the future and there have not been any plans announced yet to do this.

Other plans could send a spur line down Barbur Blvd southwest into Tigard. This plan has had some study done on it, but remains unlikely at this time. No major plans for a Barbur MAX line have been announced, and local newspapers have called this a dormant proposal.

Airport MAX

In the mid-1990's, Portland International Airport (known locally as PDX) began to experience the crunch of increased passenger service and the heavy road traffic this generated. The Port of Portland was also running out of land in which to build more parking lots. The Port, who operates PDX, then approached TriMet with what they hoped would be the solution to this problem: bringing MAX light rail to the airport.

TriMet had just experienced the last and narrow defeat of the North-South light Rail at the ballot box. The agency was leery of asking the voters to raise taxes again, given the last three votes on North-South Light Rail had resulted in defeats. The Port, City of Portland, and TriMet could only raise so much money on their own, and some sort of acceptable solution had to be found to make this line a reality.

Enter Bechtel Corporation of San Francisco. Bechtel agreed to pay for a large portion of the cost of the line in exchange for development rights on empty land that the Port of Portland owned near I-205 and the Airport. This was acceptable to all parties and in 1999, construction began on the first public-private transportation project in Oregon: Airport MAX.

The Airport MAX extension officially opened on September 10th, 2001, inaugurating the West Coast's first direct rail connection to an airport (LA's Green line could be considered th first with this honor, but uses a shuttle bus to accomplish this). Unfortunately, the terrorist attacks on New York and Washington occurred the next day, causing opening celebration canceled. Also on that second, and unfortunate day for Airport MAX, trains served as an effective means in evacuating the PDX terminal. Despite the tragic events and halting of airline travel, Airport MAX still managed to surprise those who projected ridership numbers.

This extension was the first line to branch off the east-west MAX line, and was named the Red Line in order to distinguish it from the main East-West line, which became the Blue Line. In 2003, the Red line was extended from its downtown Portland terminus west to Beaverton Transit Center. This was done to improve capacity between Gateway and Beaverton and gave Westside riders a direct connection to the airport.

The future of the Red Line may entail an extension to the north or the west. The Airport station was to one day be removed and replaced by one inside the terminal. However, this is now unlikely after the events in 2001.More likely is a branch up I-205 over the Glen Jackson Bridge into Vancouver, Washington.

Rolling Stock

The MAX system now includes over 100 articulated light rail vehicles. The first trains recieved were high-floor Bombardier cars, ordered for the original starter line. These cars presently are not allowed to run as singles or doubles on the system, as these would not comply with ADA. A low floor car must be coupled to any Bombardier car in order to guarantee wheelchair access. The design of these cars are similar to

The next cars ordered were 52 Siemens low-floor cars, eliminating the need for the notorius wheelchair lifts which slowed down travel across the system. Using an ingenious "Bridge Plate" ramp, these trains sit level with the platform surface, with the deployable ramp spanning the gap. These ramps only deploy if the oporator in the cab is requested to do so, or a passenger pushes a button. Previously, those in wheelchairs had to use lifts at every station, which required MAX operators to leave the cab and operate the lift.

The 200 series innagurated North America's first low-floor light rail vehicles, and prompting a massive platform rebuilding and retrofitting the older Bombardier cars with recorded announcements. All trains now have recorded messages announcing the station name, which side the train's doors are opening upon, line color, destination, direction of travel, and safety information. This information is also repeated in Spanish.

The 300 series were ordered for the Interstate MAX line, and are identical to the 200 series Siemens cars. Other than some improved electronics and a new TriMet paint scheme, only the numbers are different. As of this writing, TriMet has recieved 17 Type-3 MAX, which aere all in revenue service. Ten more cars awaiting recieving will soon round out the 300 series.

Unlike most modern light rail systems, MAX trains use roll signs instead of digital readouts. Signs for the various lines have the line color in the background, with either white or black lettering stating the destination. Black roll signs with white lettering usually indicate trains out of service.

All three types of trains are able to run on every section of the system, however consists are limited to a maximum of 2 cars. This is limited because Portland's smaller, 200 foot blocks would not allow a train to use a station without blocking auto traffic on cross streets.

Fares

TriMet's three zone fare system is applied to MAX service. The fare you pay is based upon how many zones you plan upon traveling through. MAX tickets and bus transfers are mutually accepted, providing seamless transfers.

The fare system is enforced by the Proof-of-Payment (POP) method, so everyone's on the honor system. However, fares are enforced by random sweeps by local law enforcement and TriMet Fare Inspectors. Violations can carry a fine and/or exclusion from the TriMet system and property.

More Information

Official Site - TriMet
http://www.trimet.org/
Tri-County Metropolitan Transit District of Oregon Schedules, real-time arrivals, and more!
NW Virtual Transit Center
http://www.nwvirtualtransit.com/
Unofficial transit site covering Oregon, Washington, and British Columbia.