MAX Light Rail
Metropolitan Area Express | |||
---|---|---|---|
Overview | |||
Owner | TriMet | ||
Locale | Portland, Oregon, U.S. | ||
Transit type | Light rail | ||
Number of lines | 5 | ||
Number of stations | 94 | ||
Daily ridership | 74,800 (weekdays, Q4 2023)[1] | ||
Annual ridership | 23,446,700 (2023)[2] | ||
Website | trimet | ||
Operation | |||
Began operation | September 5, 1986 | ||
Rolling stock |
| ||
Number of vehicles | 145 standard gauge | ||
Electrification | Overhead line, 750 V DC[4] | ||
|
The Metropolitan Area Express (MAX) is a
MAX was among the first
MAX is one of three urban rail transit services operating in the Portland metropolitan area, the other two being the Portland Streetcar and WES Commuter Rail. MAX directly connects with them as well as with other transit services such as Amtrak, Frequent Express, and local and intercity buses. Trains operate with two-car consists due to downtown Portland's short city blocks. Vehicles and platforms are fully accessible, and fares are collected through the Hop Fastpass payment system.
History
Predecessors
In the early 20th century, privately funded
Early beginnings
At the height of local
As the planning of a light rail line to the west side gained momentum in the mid-1980s, the original MAX line came to be referred to as the Eastside MAX to distinguish it from what would become the Westside MAX extension.
South/North plan
At the same time TriMet was planning the Westside MAX in the mid-1980s,
In November 1994, 63% of Portland area voters passed a $475 million
Airport and Interstate lines
Compelled by the rapid expansion of Portland International Airport in the 1990s, the
In 1999, Portland business leaders and residents who were opposed to the cancellation of the South–North Line urged TriMet to revive the project.
South Corridor extensions
In 2001, Metro revisited its former light rail plans for Clackamas County by reconsidering proposals similar to those of the canceled South–North Line project, with two routes extending to Clackamas and Milwaukie.[75] This resulted in a new study, which Metro referred to as the South Corridor transportation project,[76] that evaluated light rail among other alternatives.[77] The study's task force recommend both light rail options in 2003 and suggested splitting the project into two phases.[78][79] The first phase planned for the addition of light rail to I-205, between Gateway Transit Center and Clackamas Town Center. In October of that year, the first phase plans were amended to include adding light rail to the Portland Transit Mall following a petition from Portland business leaders.[80] The combined project was approved for federal funding in 2006 and work began in January 2007.[81][82] Light rail commenced service along the 14-station, 1.8-mile (2.9 km) Portland Transit Mall on August 30, 2009, first served by the Yellow Line.[71] The opening of the eight-station, 6.5-mile (10.5 km) I-205 MAX and Green Line service followed on September 12.[83]
The South Corridor project's second phase initially proposed the extension of MAX between downtown Portland and Milwaukie via the
Future plans
TriMet works with local jurisdictions and agencies to identify and recommend priority transit projects to include in Metro's Regional Transportation Plan (RTP). The 2018 RTP is Metro's latest iteration, and it lists three funding scenarios that divide the region's proposals into three priority levels. The highest priority projects, which are referred to as "2027 Constrained", are proposals the region expects to have funding for by 2027. The "2040 Constrained" lists projects that fit within the region's planned budget through 2040, while the "2040 Strategic" are projects that may be built if additional funding becomes available.[91]: 5
Current projects
The 2018 RTP lists two MAX-related projects it expects will be funded by 2027; these are the "A Better Red" and "Southwest Corridor" projects.[91]: 17
Project | Status | Description | New stations |
Length | Planned opening |
Projected Cost | |
---|---|---|---|---|---|---|---|
(mi) | (km) | ||||||
A Better Red[92] | Under construction | Adds a second track to all single-track segments along the Airport MAX and constructs a new station called " Gateway North". Also extends Red Line service from Beaverton Transit Center to Fair Complex/Hillsboro Airport station in Hillsboro using the existing Westside MAX tracks, serving 10 additional stations.[93]
|
1 | — | — | 2024 | $206 million[92] |
Southwest Corridor[94] | Suspended[95] | Extends MAX southwest from PSU in downtown Portland to Bridgeport Village in Tualatin via Southwest Portland and Tigard.[96] It would be served by the Green Line.[97]: 191 Voters rejected Measure 26-218, a tax ballot measure that would have funded the local-area share of the project, on November 3, 2020.[98][99] | 13 | 11 | 18 | — | $2.6–2.8 billion[100] |
Downtown Tunnel[101] | Proposed | Constructs a tunnel beneath downtown Portland from Goose Hollow to the Lloyd Center.[101]: 7 [102][103] | — | — | — | — | $3–4.5 billion[101]: 7 |
Other proposals
TriMet has indicated that other extensions and improvements have been studied or discussed with Metro and cities in the region.[91]: 17 [104] These proposals include the following, with light rail and alternatives being considered:
- Extension to Forest Grove
- Extension to Oregon City via McLoughlin Boulevard (OR 99E)
- Extension to Hillsboro via Sunset Highway (US 26)
- Extension to Vancouver, Washington
Operation
Segments
The MAX rail network is approximately 60 miles (97 km) long. It was built in a series of six projects starting with the 15.1-mile (24.3 km) Banfield—now called Eastside—segment between downtown Portland and Gresham. Each successive project has either been an extension or a branch of an existing segment. TriMet has typically paired each project with the opening of a new line, often making the line and segment synonymous (e.g. "Airport MAX Red Line").[105]
No. | Project name | Opened | End points | Length | |
---|---|---|---|---|---|
(mi) | (km) | ||||
1 | Eastside)[26]
|
September 5, 1986 | Downtown Portland–Gresham | 15.1 | 24.3[106][107][108] |
2 | Westside[109]
|
September 12, 1998 | Hillsboro–Downtown Portland | 17.7 | 28.5[110] |
3 | Airport[55]
|
September 10, 2001 | Portland International Airport–Gateway | 5.5 | 8.9[5]: 66 |
4 | Interstate[111]
|
May 1, 2004 | North Portland–Steel Bridge | 5.8 | 9.3[111][5]: 66 |
5 | Portland Mall[112]
|
August 30, 2009 | Steel Bridge–PSU | 1.8 | 2.9[113][114] |
I-205[112]
|
September 12, 2009 | Gateway–Clackamas | 6.5 | 10.5[104][113] | |
6 | Portland–Milwaukie[115]
|
September 12, 2015 | Downtown Portland–Oak Grove | 7.3 | 11.7[115][5]: 66 |
Total | 59.7 | 96.1 |
Lines
For MAX, a "line" refers to the physical railroad tracks and stations a train serves within its designated
Every MAX line
Service | Stations | Termini | |
---|---|---|---|
Blue Line[119] | 48 | Hatfield Government Center (Hillsboro) | Cleveland Avenue (Gresham) |
Green Line[120] | 30 | PSU South | Clackamas Town Center Transit Center |
Orange Line[121] | 17 | Union Station | Southeast Park Avenue (Milwaukie) |
Red Line[122] | 27 | Beaverton Transit Center | Portland International Airport
|
Yellow Line[123] | 17 | Expo Center | PSU South |
Right-of-way
MAX operates on a mixture of shared and exclusive transit right-of-way.
Outside of downtown Portland, MAX runs on street medians and viaducts, alongside freeways and freight lines, and underground. Where the tracks run within a street median, intersections are controlled by
MAX crosses the Willamette River using the Steel Bridge and Tilikum Crossing. In studies conducted for the Eastside MAX, planners recommended using the Steel Bridge due to its former role as a river crossing for the city's historic streetcars. When MAX commenced service in 1986, trains shared the bridge's center lanes with vehicular traffic.[127]: 26–27 In 2008, workers closed the bridge's upper deck to construct a junction between the Eastside MAX tracks and the newer Portland Transit Mall tracks. Upon reopening, the two inner lanes became exclusive to MAX trains, while cars, buses, and other motorized traffic were restricted to the two outer lanes.[131] TriMet designed and built the newer Tilikum Crossing to accommodate transit vehicles (MAX, streetcar, and buses), cyclists, and pedestrians only; with the exception of emergency responders, private vehicles are prohibited.[132] Tilikum Crossing is thus recognized as the first major "car-free" bridge in the United States.[86]
Power and signaling
MAX is powered by a conventional 750-volt
Approximately 70 percent of the MAX system uses
Stations
MAX consists of 94 stations, of which 48 are served by the Blue Line, 30 by the Green Line, 26 by the Red Line, 17 by the Orange Line, and 17 by the Yellow Line. Furthermore, 32 stations are served by at least two lines and eight stations are served by three lines.[135] The system's central stations, where all MAX services interconnect, border the two city blocks in downtown Portland occupied by the Pioneer Courthouse and Pioneer Courthouse Square; they are the Pioneer Courthouse and Pioneer Place stations—served by the Green, Orange, and Yellow lines—and the Pioneer Square stations—served by the Blue and Red lines.[116]
MAX stations vary in size but are generally simple and austere. Platforms are about 200 feet (61 m) long as a result of Portland's short city blocks in downtown,
A majority of MAX stations are at street level, correlating to the system's predominant alignment.[144] Sunset Transit Center, Southeast Bybee Boulevard, and stations along the Banfield Freeway are below street level.[135][145] One station, Lents Town Center/Southeast Foster Road, is elevated.[146] Washington Park is the system's only underground station and holds the distinction as North America's deepest transit station at 260 feet (79 m) below ground.[147][148]
Many MAX stations facilitate transfers to other modes of public transit. 11 stations are
TriMet has built a total of six
Accessibility
Stations built as part of the Banfield Light Rail Project were originally fitted with electric
MAX achieved full accessibility in April 1999.[5]: 53 Ticket vending machines provide information and instructions in audio, braille, and raised lettering. Station platforms also have signs with braille and raised lettering to indicate which lines provide service and where they go. The edge of platforms have tactile paving to warn riders from standing too close to the edge.[162] Non-street-level platforms may be accessed with elevators.[145] Most light rail cars, with the exception of Type 1, are low-floor and have ramps that extend onto platforms to allow mobility devices to board.[162] High-floor Type 1 cars are paired with low-floor Type 2 or 3 cars to maintain accessibility.[163] In each train, an audio system and LED signs announce the name of each upcoming station. All trains have spaces and priority seating areas reserved for seniors and people with disabilities, and service animals are permitted on board.[162]
In 2011, TriMet began upgrading the oldest sections of MAX to improve pedestrian safety and compliance with updated ADA standards.[164] TriMet installed pipe barriers at Gateway Transit Center platform crossings to force pedestrians to slow down and face oncoming trains before crossing the tracks and realigned sidewalks and crosswalks at four at-grade crossings in Gresham. Other improvements made throughout the line include the installation of pedestrian warning signals and tactile paving upgrades.[165]
Parking
Based on a report published in 2019, TriMet provides a total of 12,614 park-and-ride spaces, of which 10,219 directly serve 25 MAX stations. The agency's parking facilities are either surface lots or multi-level garages,[166]: 2–3 and they are free to use. TriMet allows vehicles to park at most stalls overnight as long as they do not exceed 24 hours.[167] At some locations, TriMet negotiates with nearby establishments for additional parking spaces.[168] Westside MAX stations contain 3,643 parking spaces, the most number of spaces in a corridor.[166]: 3 Clackamas Town Center Transit Center on the I-205 MAX segment includes a 750-space parking garage, the largest capacity of any single MAX station. Southeast Holgate Boulevard station, also on the I-205 MAX, provides the fewest parking spaces with 125 stalls.[167]
In the 2019 report, passengers originating from TriMet park and rides accounted for five percent of TriMet's total weekday ridership. In 2017, the Portland–Milwaukie segment had a 100-percent usage rate of its available spaces while the Westside MAX segment had 85 percent. The corridor with the lowest use of available parking spaces was the I-205 MAX at 30 percent; TriMet attributes this to factors such as inconvenient lot access and the Green Line's indirect route to downtown Portland compared with the availability of more direct bus routes. The cost-per-space for building park and rides is estimated at $18,000 per surface-lot space and $52,000 per structured space.[166]: 3–5
TriMet additionally offers four different
Rolling stock
As of 2020[update], TriMet operates five models of light rail vehicles designated as "Type 1" through "Type 5", of which two are successive upgrades of the same model. The MAX system's 145 cars vary in length, from 88 feet (26.8 m)[174][175] to 95 feet (29.0 m), and are used interchangeably on every line.[163] Downtown Portland's 200-foot (61 m) downtown blocks allow the operation of only one or two consists to prevent stopped trains from blocking intersections.[176][177] Type 2 and 3 low-floor vehicles may run singularly or coupled to another Type 1, 2, or 3 vehicle. Type 1 high-floor vehicles are also capable of running singularly, but doing so would constrain accessibility due to a lack of wheelchair access. Thus, a high-floor car must be coupled with a low-floor car. Type 4 and 5 cars can only be coupled to one another.[163]
Twenty-six Type 1 high-floor vehicles were produced for the Banfield light rail project by a joint venture between Bombardier and La Brugeoise et Nivelles beginning in 1983.[175] TriMet announced it would purchase seven additional vehicles that August,[178] but a budget shortfall forced the agency to withdraw this proposal the following November.[179] The cars are similar in design to Bombardier vehicles that had been used in Rio de Janeiro.[175] Bombardier built the frames in Quebec but its factory in Barre, Vermont, manufactured the majority of each car,[180] the first of which arrived in Portland in 1984.[181] Each 45-short-ton (41 t) car is single-articulated and contains six axles.[163][182] The high floors connect with the low platforms through interior steps, which necessitated platform wheelchair lifts until the arrival of low-floor cars.[163] A car sits 76 people and has an overall capacity of 166.[175][183]
In 1992, TriMet officials conducted an accessibility study and determined that low-floor cars were the most cost-effective alternative to providing universal access.[163] MAX then became the first light rail system in North America to acquire low-floor train sets when TriMet procured 39 model SD660 cars from Siemens in 1993.[184][185][186] These Type 2 cars were equipped with doorway wheelchair ramps.[187] They entered service during the partial opening of the Westside MAX in 1997.[188] By 2000, TriMet had ordered 17 more Type 2 cars including six for the Airport MAX project.[57][163] The system's 27 Type 3 vehicles, which the agency purchased as part of the Interstate MAX project and first brought into use in 2003, are the same model as the Type 2 vehicles but with technical upgrades and a new livery.[163][189]
Twenty-two Siemens S70 low-floor cars, which were designated Type 4, were purchased in conjunction with the I-205 MAX and Portland Transit Mall projects, and were first used in 2009. Type 4 cars have a more streamlined design and more seating, and are lighter and more energy-efficient than the previous models. The Type 4 cars were the first in the MAX network to use LED-type destination signs.[190] The second series of S70 cars, TriMet's Type 5 vehicles, were procured for the Portland–Milwaukie light rail project. TriMet placed an order for the Type 5 cars with Siemens in 2012 and delivery commenced in 2014.[191] These vehicles include some improvements over the Type 4 cars, including less-cramped interior seating, and improvements to the air-conditioning system and wheelchair ramps.[192][193] These introduced a new seating layout in the center section, among other changes, and Siemens later retroactively redesignated TriMet's Type 5 cars as model S700.[194]
In July 2019, TriMet placed an order for 26 Siemens S700 light rail vehicles that are intended to replace the system's Type 1 vehicles.[161] The first car was delivered in December 2022.[195]
Maintenance
TriMet's vehicle-maintenance complexes for the MAX system are the Ruby Junction facility in Gresham and the smaller Elmonica facility in Beaverton.[196][197] The Ruby Junction facility is located near Ruby Junction/East 197th Avenue station while the Elmonica facility is adjacent to Elmonica/Southwest 170th Avenue station; both are on the Blue Line.[198]
Ruby Junction began with one building that TriMet built as part of the original MAX project in the early 1980s; it had expanded to three multi-story buildings totaling 143,000 square feet (13,300 m2) occupying 17 acres (6.9 ha) by 2010,
Ruby Junction originally housed TriMet's operations, communications, and administrative workers.[200]
The Elmonica facility was built as part of the Westside MAX Project in the mid-1990s and was completed in 1996. Its building has 78,000 square feet (7,200 m2) of space.[201]
Services
From Monday to Thursday, MAX trains run for 221⁄2 hours per day. Additional late-night trips are provided on Fridays. Except for additional late-night trips on Saturdays, weekend service runs on a slightly reduced schedule.[202] TriMet designates all MAX lines as "Frequent Service" routes, which ensures service runs on a 15-minute headway for most of each day.[203] During the early morning and late evening hours, trains operate with headways of up to 30 minutes. During rush hours, headways can be as short as three minutes, particularly in the central section of the system where lines overlap.[4] At many stations, a live display shows the destination and time-to-arrival of the next several trains using data gathered by a vehicle tracking system installed on the light rail tracks.[204]
Ridership
MAX carried over 38.8 million total passengers in 2019, an average of 120,900 riders per day on weekdays. This is slightly lower than the number of riders recorded in 2018 and represents the system's third consecutive year of fallen ridership. MAX ridership peaked in 2012, when the system recorded around 42.2 million annual passengers. 2016 marks the last year ridership increased; this was due to the opening of the Orange Line.
Fiscal year | Ridership | %± |
---|---|---|
1987[209] | 7,200,000 | — |
2000 | 21,165,600 | +194.0% |
2005 | 31,920,000 | +50.8% |
2010 | 38,390,400 | +20.3% |
2011 | 41,200,160 | +7.3% |
2012 | 42,193,180 | +2.4% |
2013 | 39,036,500 | −7.5% |
2014 | 38,228,800 | −2.1% |
2015 | 37,746,000 | −1.3% |
2016 | 40,019,560 | +6.0% |
2017 | 39,699,760 | −0.8% |
2018 | 38,906,694 | −2.0% |
2019 | 38,817,600 | −0.2% |
2020 | 30,780,230 | −20.9% |
2021 | 14,798,155 | −51.9% |
2022 | 18,647,585 | +26.0% |
2023 | 21,899,720 | +17.4% |
Source: TriMet[205]: 1 |
Graphs are unavailable due to technical issues. There is more info on Phabricator and on MediaWiki.org. |
Fares
As is standard practice on North American light rail systems,[210] MAX uses proof-of-payment for fare collection, and stations do not have ticket barriers.[139] TriMet employs an automated fare collection system through a stored-value, contactless smart card called Hop Fastpass,[211] which can be purchased from the TriMet ticket office or participating retail outlets.[212][213] Smartphone users may download a virtual version of Hop Fastpass,[214][215] while single-use Hop Fastpass tickets are dispensed by ticket vending machines at every MAX station.[216][217] Smartphones with a debit or credit card loaded into Google Pay, Samsung Pay, or Apple Pay, and Portland Streetcar 21⁄2-hour tickets and one-day passes can also be used to board MAX.[218][219] Riders must tap their fare medium onto a card reader with each boarding.[220] Fares are flat rate and are capped according to use.[221] Using Hop Fastpass, riders may transfer to the Portland Streetcar and other TriMet and C-Tran services.[222]
Discontinued services
From the MAX system's opening until 2012, riding trains within Fareless Square, which was known as the Free Rail Zone from 2010 to 2012, was free of charge. Fareless Square included all of downtown and, starting in 2001, part of the Lloyd District. The 37-year-old fare-free zone was discontinued on September 1, 2012, as part of system-wide cost-cutting measures. As part of the same budget cuts, TriMet discontinued its zonal fares and moved to a flat-fare system. Zones had been in place since 1986; higher fares were charged for longer journeys across four paid zones.[73][133]
The MAX Mall Shuttle operated on weekday afternoons from when it was introduced on September 14, 2009, until 2011.[223] It acted as a supplement to the light rail service provided on the Portland Transit Mall by the Green and Yellow lines.[224] The Mall Shuttle operated between Union Station and Portland State University every 30 minutes from noon until 5:30 p.m.[224] TriMet discontinued this supplementary shuttle service on June 5, 2011.[225][226] Along with bus services, the mall continues to be served by two MAX lines in each direction—Green and Yellow lines northbound and Green and Orange lines southbound—which provide a combined average headway of 7.5 minutes in each direction at most times.
The
Safety
TriMet employs a
2017 train stabbing incident
On May 26, 2017, at approximately 4:30 pm, a man fatally stabbed two people and injured a third after he was confronted for shouting anti-Muslim slurs at two teenage girls inside a MAX train.
2023 Portland Streetcar collision
On November 15, 2023, shortly after 10:00am, a MAX train collided with a Portland Streetcar in the Lloyd District and injured two people on board.[238][239][240]
See also
Notes
References
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- ^ "Transit Ridership Report Fourth Quarter 2023" (PDF). American Public Transportation Association. March 4, 2024. Retrieved March 14, 2024.
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- ^ a b c d e f g "Power, Signals and Traffic Interface" (PDF). TriMet. July 2016. Archived (PDF) from the original on October 5, 2022. Retrieved October 5, 2022.
- ^ )
- ^ ISBN 978-0-7385-8126-2. Archivedfrom the original on January 31, 2021. Retrieved March 12, 2019.
- ^ "A History of Public Transit in Portland". TriMet. Archived from the original on December 7, 2018. Retrieved December 7, 2018.
- ^ "Portland's Interurban Years". TriMet. Archived from the original on December 6, 2018. Retrieved December 5, 2018.
- ISBN 978-1-4396-3109-6. Archivedfrom the original on January 31, 2021. Retrieved March 11, 2019.
- ^ ISBN 978-0-7385-9617-4. Archivedfrom the original on October 5, 2022. Retrieved November 30, 2020.
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- ^ Turnquist, Kristi (February 24, 2011). "Traveling through the history of Portland's streetcars". The Oregonian. Archived from the original on March 26, 2019. Retrieved March 26, 2019.
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- ^ "Tri-Met board backs Banfield rail option". The Oregonian. February 8, 1977. p. 1.
- ^ Hortsch, Dan (September 27, 1978). "Tri-Met board votes to back Banfield light-rail project". The Oregonian. p. F1.
- ^ Federman, Stan (March 27, 1982). "At ground-breaking: Festivities herald transitway". The Oregonian. p. A12.
- ^ Koberstein, Paul (September 7, 1986). "Riders swamp light rail as buses go half-full and schedules go by the way". The Oregonian. p. A1.
- ^ Austin, David (July 26, 1986). "MAX winning moniker for $214 million light-rail line". The Oregonian. p. C2.
- ^ a b c Selinger, Philip (October 2019). "Making History: 50 Years of Transit in the Portland Region" (PDF). TriMet. Archived from the original (PDF) on February 25, 2020. Retrieved February 25, 2020.
- ^ a b c "Banfield Light Rail Eastside MAX Blue Line" (PDF). TriMet. July 2016. Archived from the original (PDF) on May 9, 2018. Retrieved August 2, 2018.
- ^ a b Hillsboro Extension of the Westside Corridor Project, Washington County: Environmental Impact Statement (Report). Federal Transit Administration. 1994. p. P1–P5. Retrieved July 29, 2018.
- ^ Federman, Stan (November 7, 1987). "Tri-Met heats up study for westside light rail". The Oregonian. p. E14.
- ^ Hamilton, Don (February 23, 2000). "Shirley Huffman, fiery lobbyist, earns praise; Hard work and a sharp phone call put light-rail trains into downtown Hillsboro". The Oregonian. p. E2.
- ^ Oliver, Gordon (August 8, 1993). "Groundbreaking ceremonies set to launch project". The Sunday Oregonian. "Westside Light Rail: Making Tracks" (special section), p. R1.
- ^ O'Keefe, Mark (September 1, 1997). "New MAX cars smooth the way for wheelchairs". The Oregonian. p. B12.
- ^ Oliver, Gordon; Hamilton, Don (September 9, 1998). "Go west young MAX". The Oregonian. p. C1.
- ^ ISSN 1460-8324.
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 ...
- ^ "Where's east side light rail going next?". The Oregonian. April 3, 1986. p. 2.
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- ^ Leeson, Fred (February 13, 1994). "Planners narrowing options for north–south light-rail line". The Oregonian. p. C5.
- ^ McCarthy, Dennis (September 15, 1994). "Light-rail service? On to Oregon City!". The Oregonian. p. D2.
- ^ "Ask the O (Q & A): Q:Why is the next phase of light rail being called 'South–North' instead of 'North–South', a more familiar use of the words?". The Oregonian. December 1, 1994.
- ^ Stewart, Bill (February 8, 1995). "Clark County turns down north–south light rail". The Oregonian. p. A1.
- ^ Oliver, Gordon; Stewart, Bill (March 1, 1995). "MAX may skip Clark County, N. Portland". The Oregonian. p. B1.
- ^ Green, Ashbel S.; Mapes, Jeff (August 4, 1995). "Legislature is finally working on the railroad". The Oregonian. p. A1.
- ^ a b "Some light-rail history". The Oregonian. October 7, 1996. p. A8.
- ^ Spicer, Osker (January 31, 1996). "Light-rail would be good for areas". The Oregonian. p. C2.
- ^ Oliver, Gordon; Hunsberger, Brent (November 7, 1996). "Tri-Met still wants that rail line to Clackamas County". The Oregonian. p. D1.
- ^ Oliver, Gordon (February 12, 1997). "South–north light-rail issue keeps on going". The Oregonian. p. A1.
- ^ Oliver, Gordon (November 7, 1998). "South–north line backers find themselves at a loss after election day defeat". The Oregonian. p. B1.
- ^ Marks, Anita (February 25, 1994). "Airport struggles with runaway growth". Portland Business Journal. p. 1.
- ^ a b Oliver, Gordon (January 22, 1997). "Port wants MAX to run to airport". The Oregonian. p. A1.
- ^ a b "Airport MAX Red Line" (PDF). TriMet. July 2016. Archived from the original (PDF) on August 28, 2018. Retrieved August 24, 2018.
- ^ Rose, Michael (December 19, 1997). "PDX light rail may lead to south-north line". Portland Business Journal. p. 1.
- ^ a b Stewart, Bill (June 17, 1999). "Light-rail line to PDX starting to take shape". The Oregonian. p. B1.
- ^ Oliver, Gordon (September 10, 1998). "Light rail to airport gets closer to reality". The Oregonian. p. B1.
- ^ Oliver, Gordon (September 11, 2001). "Portland now 'the city that moves', mayor says [opening of MAX Red Line]". The Oregonian. p. 1.
- ^ Oliver, Gordon (September 21, 2001). "Unknowns cloud PDX's future". The Oregonian. p. D1.
- ^ "History cancels PDX party". The Oregonian. September 15, 2001. p. D8.
- ^ Stewart, Bill (September 7, 2001). "Airport MAX rolls out Monday". The Oregonian. p. B1.
- ^ Leeson, Fred (August 27, 2003). "MAX fares increase, direct service from Beaverton to PDX starts". The Oregonian. p. D2.
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- ^ Stewart, Bill (March 25, 1999). "Tri-Met involvement urged in north light-rail line". The Oregonian. p. B3.
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