Planned Bus and MAX Service Cuts
Some lines will have fewer buses at night starting Nov. 30, 2025, with planning continuing for larger service cuts later in 2026.
After years of rising costs and less money coming in from fares, our expenses are now greater than our revenues. We have started making cuts internally, reducing administrative spending across our agency, but we also must bring our service in line with our revenues. We know you depend on us, and service cuts are always our last resort. By reducing spending now, we avoid more severe cuts down the road, which would affect many more riders.
While we continue to streamline our spending and work to increase revenue and sustainable funding, service cuts are necessary. We appreciate the community feedback we’ve received to help inform the future of our transit service.
Below, learn about cuts that are planned for Nov. 30, 2025 and March 1, 2026, as well what is happening next for larger cuts that will be necessary later in 2026.
November/March service cuts
In November 2025, and again in March 2026, we will reduce how often buses arrive on a handful of lines.
November 30, 2025
Service frequency (how often buses arrive) will be reduced during lower ridership times.
- FX2-Division: Buses will arrive every 24–35 minutes after 7 p.m. every day.
- 35-Macadam/Greeley: Buses will arrive once an hour after 9 p.m.
- 52-Farmington/185th: Buses will arrive once an hour after 9 p.m.
- 77-Broadway/Halsey: Buses will arrive once an hour after 9 p.m.
- 81-Kane/257th: Buses will arrive once an hour after 9 p.m.
March 1, 2026
Service frequency (how often buses arrive) will be reduced during lower ridership times. More details will be available in January.
- 8-Jackson Park/NE 15th Ave
- 48-Cornell
- 75-Cesar Chavez/Lombard
- 76-Hall/Greenburg
Learn more about the service changes beginning November 30, 2025.
Future potential service cuts
In fall 2025, TriMet engaged the community through our Service Priorities Survey and 13 open houses. More than 4,800 people across the Portland metro area shared their thoughts in the survey, and hundreds of others added their feedback at the open houses. Participants considered nine service reduction options and ranked each, taking into account the potential toll on riders and potential cost savings for TriMet as we work to address our budget shortfall.
The survey responses, along with ridership trends and other other factors, are helping inform specific proposals for larger service cuts. In January, we will share those proposals with the public and conduct another round of engagement. The feedback gathered will help us finalize plans that our Board of Directors will consider in March and April 2026. These larger service cuts will go into effect later next year.
What we learned
Survey respondents supported changes that improved operational efficiency, while preferring that TriMet preserve frequency and span of service. Comments showed strong empathy for riders who are transit dependent. The three options with the largest number of “do this first” responses were:
- Reduce or eliminate service where lines are close together
- Shorten the MAX Green Line to run between Clackamas Town Center and Gateway
- Stop funding support to other transit agencies
Participants saw these as common-sense measures that would preserve TriMet’s core network of transit service. Some viewed them as less-permanent, or options that could potentially be reversed in the future. Respondents preferred TriMet maintain frequency on high ridership routes and hours of service and preserve service to critical destinations such as medical care and colleges. The options that earned the largest number of “do this last” responses were:
- Reduce how often MAX trains arrive
- Reduce how often buses arrive on Frequent Service lines
- Reduce or eliminate some bus service after 8 p.m.
- Reduce or eliminate some bus service on weekends
Respondents prioritized late-night and weekend services, as well TriMet’s Frequent Service, where buses and trains arrive every 15 minutes or better for most of the day, every day. Their comments expressed concern for shift workers and families, as well as late-night road safety. The responses also showed concern that cutting those types of services would affect reliability and discourage ridership.
Why cuts, and why now?
The cost of just about everything has gone up due to inflation, and that’s true for putting buses and trains on the streets every day. Since 2019, we’ve faced staggering cost increases in almost everything related to running the transit system, including labor, vehicles, facilities, contractors, equipment and software.
Our cost per service hour jumped about 53% from 2019 to 2024, with prices skyrocketing for everything from tires to fuel to electricity. And that’s before the rising prices we’re experiencing today.
Our transit system is also aging, meaning more maintenance needs to be done – including upgrading equipment – to keep our vehicles, light rail system and properties in a good condition. The expense for safety and security has also risen dramatically as we address ongoing public safety challenges.
Reserves have helped us maintain our service over the last few years, but we must take action now to close a $300 million gap between our annual expenses and revenues by July 1, 2028, in order to avoid more severe service cuts down the road.
On the other side, our revenue is down. The number of riders dropped dramatically during the pandemic. Despite efforts to improve safety and the condition of our vehicles, the rise of remote work has kept many riders from returning. That means we are taking in less money in fares. An increase in the employee payroll tax that helps fund public transit in Oregon, approved in 2025, is only temporary and when collection might begin is now uncertain.
Timeline
-
Smaller cuts
November 2025 -
Smaller cuts
March 2026 -
Outreach and planning for late 2026 cuts
Sept. 2025–Feb. 2026 -
Larger cuts
Late 2026 -
Outreach and planning for late 2027 cuts
Sept. 2026–Feb. 2027 -
Larger cuts
Late 2027
— Drag to scroll —
