|MAX Red Line|
|Other name(s)||Airport MAX|
|Locale||Portland, Oregon, U.S.|
|Termini||Beaverton Transit Center (west)|
Portland International Airport (east)
|Stations||26 (1 temporarily closed)|
|Website||MAX Red Line|
|System||MAX Light Rail|
|Daily ridership||22,530 (as of September 2019[update])|
|Opened||September 10, 2001|
|Line length||5.5 mi (8.9 km)[a]|
|Number of tracks||1–2|
|Character||At-grade, elevated, and underground|
The MAX Red Line is a light rail service in Portland, Oregon, United States, operated by TriMet as part of the MAX Light Rail system. It serves 26 stations between Beaverton and Portland, running predominantly east–west. An airport rail link, the line connects central Beaverton, Portland City Center, and Northeast Portland to Portland International Airport. From Beaverton Transit Center to Gateway/Northeast 99th Avenue Transit Center, the Red Line shares its route with the Blue Line and partially with the Green Line; it then splits to a 5.5-mile (8.9 km) segment to Portland International Airport station that is referred to as the Airport MAX. Service runs for 22 hours per day on a headway of at least 15 minutes daily. It is the second-busiest service in the MAX system, carrying an average of 22,530 passengers per weekday in September 2019.
Proposals for an airport light rail service surfaced in the mid-1980s and efforts were accelerated following Portland International Airport's rapid expansion in the 1990s. Conceived from an unsolicited proposal from engineering company Bechtel in 1997, the Airport MAX Project was designed and built under a public–private partnership between a consortium of Bechtel and Trammell Crow, the Port of Portland, and local governments. The extension began construction in 1999 and was completed in just under two years due to the use of local and private financing and existing public right-of-way. The Red Line commenced service between downtown Portland and the airport on September 10, 2001. Amid strong westside ridership on the Blue Line, Red Line service was extended west along existing tracks to Beaverton Transit Center in 2003. TriMet is planning several improvements for the line, including a service extension farther west to Fair Complex/Hillsboro Airport station in Hillsboro by 2024.
In 1975, before construction of the last segment of the Interstate 205 (I-205) freeway began, local leaders recommended reducing the number of car lanes on the freeway and including a separated right-of-way for a busway; this was realized the following year as the I-205 busway. In 1986, Metro, the Portland metropolitan area's regional government, proposed a light rail service to Portland International Airport, which at the time was served only by TriMet buses. Metro's plans envisioned a line running from the airport to Clackamas County using the I-205 busway alignment and connecting with the then-newly built Metropolitan Area Express (MAX) at Gateway/Northeast 99th Avenue Transit Center. Environmental studies conducted in the early 1990s caused Metro planners to abandon I-205 in favor of a route between Hazel Dell in Washington and Clackamas Town Center via downtown Portland, which TriMet ultimately adopted and called the "South/North Corridor".: 80
Throughout the 1990s, Portland International Airport expanded rapidly as passenger traffic increased from 6 million passengers in 1990 to 14 million passengers in 2000. To accommodate this growth, the Port of Portland embarked on a 20-year, $300 million phased expansion of the airport in November 1991 that expanded the main passenger terminal, rebuilt an existing concourse, and added a fifth concourse. Expecting future light rail service, the expansion plans reserved space for a station near the southern end of the terminal's arrivals hall and baggage claim area. In 1994, parking lots operating at 90 percent capacity and heavy vehicular traffic near the terminal entrances revealed that the Port's growth projections had been insufficient. As a result, the Port asked TriMet to accelerate its plans to introduce light rail service to the airport.
TriMet had wanted to construct the South/North line before it would consider extending MAX service to the airport, but the agency failed to secure funding and was forced to cancel the project. In 1996, engineering firm Bechtel, seeking to acquire property near the airport, initiated discussions with the Port regarding the feasibility of an airport light rail line. The company assigned a former federal transit official employee to help develop a plan.: 82 The Port expressed its support of this unsolicited proposal in January 1997. After long deliberations, agreements were made between Bechtel, the Port, TriMet, and local governments and agencies in October 1998. A part of the agreements authorized Bechtel to design and build a 5.5-mile-long (8.9 km) light rail extension to the airport and to fund a portion of the project in exchange for development rights to the 120-acre (48.6 ha), commercially zoned Portland International Center situated east of the airport. Bechtel later developed this property and renamed it Cascade Station. A preliminary engineering study for the light rail project commenced in December 1997. The following year, the Associated Builders and Contractors filed a petition in Multnomah County circuit court. They claimed the contract awarded to Bechtel may have violated Oregon procurement laws. TriMet won the case when the judge declared that the contract was awarded fairly.
In July 1998, TriMet projected the Airport MAX extension to cost $125 million (equivalent to $187 million in 2019 dollars). Additional costs to purchase train sets and build related infrastructure raised this total to $182.7 million (equivalent to $273 million in 2019 dollars). The project was accelerated with the establishment of a public–private partnership, which excluded Federal Transit Administration (FTA) funding and thus eliminated a requirement for FTA approval.: 82  Under U.S. federal regulations, the Port of Portland was able to fund only the portion of rail located within its property with authorization from the Federal Aviation Administration (FAA). To ensure funding, the Port proposed dividing the project's financing into three parts, which the involved parties agreed to. The Port became responsible for the 1.2-mile (1.9 km) segment within airport property. The next 1.4 miles (2.3 km) of track, which ran through Cascade Station, went to private funding. TriMet, Metro, and the City of Portland covered the final 2.9 miles (4.7 km) along I-205.
The Port contributed $28.3 million for construction and $20 million for terminal and road improvements; this was drawn from a $3 ticket fee paid by travelers. Delta Airlines, Reno Air, and United Airlines contended that the extension would only serve a small number of airline passengers and opposed the use of ticket fees, but the FAA approved it in May 1999. Cascade Station Development, a private consortium of Bechtel and real estate developer Trammell Crow, provided $28.2 million for the project and $13.1 million for the construction of an interchange over I-205 and Airport Way. TriMet released $27.5 million for construction, which was funded by $30 million in bonds, and procured six new rail cars for $6 million each. Metro allocated $18 million from a regional transportation fund, while $23 million came from tax increment bonds issued by the City of Portland.: 82
David Evans and Associates served as the project's prime engineer and lead designer. Much of the Airport MAX used public right-of-way owned either by the Oregon Department of Transportation, the Port, or TriMet. This avoided displacing any property owners and contributed to the line's rapid completion. Overall, the extension limited its impact to 20 eliminated parking spaces at Gateway Transit Center and several more along Airport Way. Bechtel began construction in June 1999 on a segment next to I-205 near the Columbia Slough. Bridgework over the freeway commenced the following December. To minimize lane closures, workers used a cast-in-place concrete pouring method to extend the bridges' spans in 16-foot (4.9 m) increments. Work progressed quickly along the freeway segment due to the already-built I-205 busway alignment, which accommodated a tunnel from Gateway Transit Center to the freeway median.
Track installation, which Bechtel contracted to Stacy and Witbeck, started in December 1999. To meet the project's deadline, workers placed 3,200 feet (975.4 m) of rail per day; tracks from Gateway Transit Center to the bridge over southbound I-205 were laid by July 2000. Hoffman Construction, the company selected by the Port to expand the airport terminal several years prior, built the $8.4 million Portland International Airport station. Local architecture firm Zimmer Gunsul Frasca (ZGF) designed the station's glass-roofed shelter to complement the airport terminal's then newly built drop-off canopy, which ZGF also designed. Bechtel began the end-to-end testing of the power, trains, and signals in March 2001. TriMet took over the project that July to continue system testing and verify scheduling.
In 2000, TriMet named the new MAX service to the airport the "Red Line" to differentiate it from the established service between Hillsboro and Gresham, which it renamed the "Blue Line".: 83 The Airport MAX extension opened on September 10, 2001. Celebrations scheduled for September 15–16 were canceled in the aftermath of the September 11 attacks, with the airport itself being closed for three days due to the ensuing nationwide ground stop. Upon opening, the Red Line terminated at the Library and Galleria stations in downtown Portland, where its trains turned around at the 11th Avenue loop tracks. It replaced bus route 12–Sandy Boulevard as TriMet's only service to and from the airport. C-Tran moved its bus service from Vancouver, Washington from its connection at Gateway Transit Center to Parkrose/Sumner Transit Center. Although tested during trial runs, TriMet opted to omit luggage racks from Red Line trains to maximize rider capacity. By November 2001, ridership averaged 2,300 riders and peaked at 3,800 riders a day before Thanksgiving holiday weekend. At that point, service had been using single light rail cars, but the influx of riders prompted TriMet to temporarily deploy two-car consists, which it had not planned to do until 2006.
On September 1, 2003, TriMet extended Red Line service farther west using the existing Westside MAX tracks to Beaverton Transit Center. This was done in an effort to increase capacity between Gateway Transit Center and Beaverton, and to provide a one-seat ride to the airport for westside riders. Regular use of two-car trains on the line began in September 2005, when overcrowding prompted TriMet to change most Yellow Line service from two-car consists to single cars in order to convert the Red Line to two-car trains. On March 2, 2008, three trips in each direction during the morning and evening rush hours began operating between the Hatfield Government Center and Portland International Airport stations to provide further additional capacity on the Blue Line amid growing ridership.
In October 2017, TriMet, citing system-wide delays caused by the single-track segments along the Airport MAX, announced the MAX Red Line Improvements Project, later renamed "A Better Red". The agency proposed adding a second track to existing single-track segments between Gateway Transit Center and Portland International Airport station to prevent passing trains from having to wait for one another. To qualify for federal funding, TriMet incorporated extending Red Line service farther west from Beaverton Transit Center to Fair Complex/Hillsboro Airport station in Hillsboro, creating a one-seat option from ten existing Westside MAX stations to Portland International Airport. Preliminary design work began in February 2018. TriMet adopted a locally preferred alternative in April 2019, allowing the agency to submit the plan to the FTA and request funding. On May 29, 2020, the FTA announced $99.99 million in funding for the project through the Capital Investment Grants program. Final design was completed by engineering firm Parametrix in early 2021. Construction is targeted to begin later in the year and finish by 2024.
Portland International Airport station temporarily closed from March 29 to August 1, 2020, to make way for demolition and construction work as part of the airport's planned expansion of Concourse B. Initially targeted to reopen between May 30 and August 30, TriMet updated the schedule as a result of flight cancellations caused by the COVID-19 pandemic. The station closed for a second time on August 30 and was scheduled to re-open on January 2, 2021. During the closure, shuttle buses will carry riders from Mount Hood Avenue station to the passenger terminal. TriMet is utilizing the closures to prepare for track improvements that will be part of the Better Red project.
See also: MAX Blue Line § Route
The Red Line serves the Airport MAX extension, which is 5.5 miles (8.9 km) long.[a] This extension begins just south of Gateway Transit Center where it branches from the Eastside MAX segment, makes a 180-degree loop, and heads north along the east side of I-205. Near Rocky Butte, it enters a tunnel beneath the northbound lanes of the freeway and emerges along the median. Just south of the Columbia Slough, the line bridges over southbound I-205 towards Cascade Station and proceeds northwest along the south side of Northeast Cascade Parkway. It follows this road then crosses it just before Mount Hood Avenue station. The line proceeds northwest along the south side of Northeast Airport Way until it reaches its terminus at Portland International Airport station. Beyond the Airport MAX, Red Line service travels along parts of the Westside and Eastside MAX segments, running alongside the Blue Line from Beaverton Transit Center to Gateway Transit Center and the Green Line from Rose Quarter Transit Center to Gateway Transit Center.
Although much of the Red Line runs along a double-track railway, two segments of the Airport MAX extension are single-tracked. The first segment starts near Gateway Transit Center and ends just north of Northeast Halsey Street. The other segment runs from south of the Northeast Airport Way and Northeast Airport Way Frontage Road intersection to just before the airport terminus. There are plans to add a second track to both segments by 2024 as part of the Better Red project.
Further information on the stations, including TriMet bus connections: List of MAX Light Rail stations
The Airport MAX extension, which the Red Line serves exclusively, consists of four stations: Parkrose/Sumner Transit Center, Cascades, Mount Hood Avenue, and Portland International Airport. Red Line trains serve 26 stations total, of which 14, from Beaverton Transit Center to Old Town/Chinatown, are shared with the Blue Line. Eight more stations, between Rose Quarter Transit Center and Gateway Transit Center, are shared with both the Blue Line and the Green Line. Transfers to the Green (beyond the shared Eastside MAX alignment), Orange, and Yellow lines via the Pioneer Courthouse and Pioneer Place stations are available by detraining at the Pioneer Square stations. An additional transfer to the Yellow Line via Interstate/Rose Quarter station can be made at Rose Quarter Transit Center. The Red Line also provides connections to local and intercity bus services at various stops across the line, the Portland Streetcar at four stops in and near downtown Portland, and WES Commuter Rail at Beaverton Transit Center.
On March 1, 2020, TriMet closed three stations served by the Red and Blue lines in an effort to speed up travel times in downtown Portland. The Mall stations were permanently closed while Kings Hill/Southwest Salmon Street station was closed for a trial period that was scheduled to end on March 1, 2021. As of May 2021[update], Kings Hill/Southwest Salmon Street station remains closed.
|→||Eastbound travel only|
|←||Westbound travel only|
|Station||Location||Commenced||Line transfers||Other connections and notes[b]|
|Beaverton Transit Center||Beaverton||September 1, 2003||WES Commuter Rail|
|Sunset Transit Center||POINT, TCTD|
|Washington Park||Portland||Serves Oregon Zoo, Portland Children's Museum, World Forestry Center|
|Goose Hollow/Southwest Jefferson Street||—|
|Providence Park||Serves Providence Park|
|Library/Southwest 9th Avenue→||September 10, 2001||Portland StreetcarServes Central Library|
|Galleria/Southwest 10th Avenue←|
|Pioneer Square South→||Portland Transit MallServes Pioneer Courthouse, Pioneer Courthouse Square|
|Pioneer Square North←|
|Morrison/Southwest 3rd Avenue←|
|Oak Street/Southwest 1st Avenue||—|
|Rose Quarter Transit Center||C-TranServes Rose Quarter|
|Convention Center||Portland StreetcarServes Oregon Convention Center|
|Northeast 7th Avenue||Portland Streetcar|
|Lloyd Center/Northeast 11th Avenue||—|
|Hollywood/Northeast 42nd Avenue Transit Center||—|
|Northeast 60th Avenue||—|
|Northeast 82nd Avenue||—|
|Gateway/Northeast 99th Avenue Transit Center||Columbia Area Transit|
|Parkrose/Sumner Transit Center||—||C-Tran|
|Mount Hood Avenue||—||—|
|Portland International Airport||—|| C-Tran|
Serves Portland International Airport
TriMet designates the Red Line as a "Frequent Service" route; its trains operate for approximately 22 hours per day with headways ranging from 30 minutes during the early mornings and late evenings to as frequently as 15 minutes for most of the day. Each day, the first train begins service at approximately 3:30 am going eastbound from Beaverton Transit Center to Portland International Airport station. Travel between the termini takes approximately 65 minutes and the first westbound service departs Portland International Airport station at approximately 4:55 am. In the evenings, select westbound trains travel beyond the line's terminus at Beaverton Transit Center to Hatfield Government Center station in Hillsboro; these trains operate as through services of the Blue Line upon arriving at Gateway/Northeast 99th Avenue Transit Center. The Red Line's last three trips turn into eastbound Blue Line trains at Gateway Transit Center and terminate at Ruby Junction/East 197th Avenue station. The last westbound service departs from Portland International Airport station at approximately 12:30 am and the last Red Line service, which travels eastbound, departs from Portland International Airport station at approximately 1:40 am.
On September 2, 2018, TriMet reintroduced bus service to the airport, which had been replaced by the Red Line in 2001, with the 272–PDX Night Bus. The bus route ran in the late night and early morning hours when the Red Line was not operating. It was indefinitely suspended on April 5, 2020, amid the COVID-19 pandemic.
The Red Line is the second-busiest service on the MAX network, averaging 22,530 riders on weekdays in September 2019. This was slightly down from 22,770 for the same month in 2018. It averaged 2,800 daily riders at the airport in September 2002, ahead of TriMet's first-year projections of 2,300. The line's extension to Beaverton Transit Center in 2003 increased weekday ridership by 49 percent along the westside corridor and six percent systemwide. IKEA's opening in July 2007 helped to attract more riders to Cascade Station, which had been considered a failed planned development amid the economic recession that followed the September 11 attacks. In 2008, Cascades station recorded an eight-fold increase in traffic, from 250 passengers per week to 2,000; this number increased to 6,000 by 2010. The Red Line's yearly ridership peaked at just over nine million passengers in 2009; it has continued to fall as part of a system-wide decline attributed to crime and rising housing costs in the Portland area. From 8.2 million boardings in 2012, 7.4 million boardings were recorded in 2015.
With the light rail system due to expand to two services in September 2001, and three in 2004 (with all three using the same routing and stops in the city centre), Tri-Met has decided to assign route colours as follows ...