TriMet Service Cuts Begin Amid $300 Million Budget Gap
Portland, Oregon – Significant TriMet service cuts are being implemented starting Sunday, November 30, 2025, as the agency confronts a substantial $300 million budget deficit. This represents the initial phase of a strategy to manage escalating operational costs and a considerable fare revenue decline. The agency plans to reduce overall TriMet service by approximately 10% over the next two years through these TriMet service cuts, a measure intended to prevent more severe actions later. The TriMet budget deficit underscores the necessity of these difficult TriMet service cuts, which are crucial for the agency’s financial health.
Immediate TriMet Service Cuts Take Effect
The first wave of TriMet service cuts begins on November 30, 2025, primarily impacting bus frequencies. Several routes will experience reduced bus service frequency, meaning buses will operate less often, especially during off-peak hours. For instance, the FX2-Division bus line will see reduced service after 7 p.m. daily, with buses running every 24-35 minutes. Furthermore, the 35-Macadam/Greeley, 52-Farmington/185th, 77-Broadway/Halsey, and 81-Kane/257th routes will have reduced bus service frequency, operating only once per hour after 9 p.m. These initial TriMet service cuts are designed to achieve immediate fiscal relief from the ongoing TriMet budget deficit.
A Phased Approach to Oregon Transit Cuts
These November reductions mark the beginning of a series of Oregon transit cuts. Further TriMet service cuts are slated for March 1, 2026, which will involve eliminating certain bus lines and decreasing evening service on other routes with lower ridership. Route adjustments for efficiency are also under consideration. The MAX Green Line faces notable changes, with trains operating solely between Clackamas Town Center and Gateway Transit Center, necessitating transfers for travel beyond Gateway. These public transit reductions reflect the current fiscal pressures and the impact of the TriMet budget deficit.
Additional TriMet service cuts are scheduled from May 2026 through August 2027, aiming for a total reduction of at least 10%. These later TriMet service cuts may encompass further reductions in frequency across numerous bus lines and the potential discontinuation of some bus lines or segments. MAX train frequency might also be adjusted during specific hours. TriMet anticipates these comprehensive TriMet service cuts will generate significant savings. However, without additional transit agency funding, more extensive public transit reductions beyond the planned 10% could become unavoidable due to the TriMet budget deficit.
Root Causes of the Financial Crisis and TriMet Budget Deficit
TriMet’s financial predicament, contributing to its TriMet budget deficit, arises from several converging factors. A primary driver is the rise in operational costs. Between 2019 and 2024, the cost per hour of bus service escalated by approximately 53%, with fuel and tire expenses increasing by nearly 35% and maintenance costs soaring by 71%. Software license fees and contracted personnel expenses have also seen substantial increases, adding to the agency’s financial strain. For TriMet’s LIFT paratransit service, labor costs alone have surged by as much as 85%, further impacting the TriMet budget deficit.
Moreover, transit ridership has not fully rebounded since the COVID-19 pandemic. TriMet recorded 65 million boardings in its 2024-2025 fiscal year, which is about two-thirds of 2019 levels. This fare revenue decline is a significant concern, directly contributing to the TriMet budget deficit. The decrease in ridership directly translates to diminished farebox revenue. TriMet’s farebox recovery rate has fallen to approximately 8% of operating costs, a stark contrast from its previous 34%. This fare revenue decline intensifies the TriMet budget deficit, necessitating these TriMet service cuts.
Legislative Action and Funding Shortfalls for Transit Agency Funding
A critical element contributing to TriMet’s deficit and the wider challenges for transit agency funding is the unsuccessful passage of Oregon legislative measures. House Bill 2025, the Oregon Transportation Reinvestment Package (TRIP), did not become law. This proposed bill would have provided substantial funding for transit agencies. Its failure left many transit systems in Oregon without adequate financial support, impacting numerous organizations across the state and highlighting deficits in transit agency funding. These shortfalls necessitate difficult decisions like TriMet service cuts.
For example, the Rogue Valley Transportation District has already initiated staff layoffs and implemented considerable service cuts. Other rural agencies are also experiencing delays in federal funding due to ongoing legal disputes. TriMet’s budget for fiscal year 2026, adopted in May 2025, did not incorporate the anticipated funding from HB2025. The agency initially identified $24.2 million in discretionary spending reductions, but these proved insufficient to address the shortfall, emphasizing the ongoing need for robust transit agency funding to avoid further TriMet service cuts.
Broader Impact and Rider Concerns Regarding TriMet Service Cuts
These TriMet service cuts will undoubtedly affect riders who depend on TriMet for essential transportation, including journeys to work, educational institutions, and medical appointments. The TriMet service cuts disproportionately impact low-income individuals and marginalized communities, who often rely more heavily on public transit and may lack alternative transportation options. The scale of these TriMet service cuts is a major point of concern for many, as they represent significant public transit reductions.
Community input has been integrated into the planning process, with TriMet conducting surveys and hosting public forums where over 4,800 individuals shared their feedback. Participants evaluated nine proposed service reduction options, which subsequently informed the development of plans for future TriMet service cuts. Nevertheless, some riders have voiced apprehension regarding the potential loss of community connection and accessibility resulting from these TriMet service cuts, highlighting the human element of these public transit reductions.
Agency Response and Future Outlook Amidst TriMet Budget Deficit
TriMet General Manager Sam Desue Jr. stressed the critical nature of these measures to address the agency’s TriMet budget deficit. He referenced a “fiscal cliff in 2030” and explained that proactive intervention aims to achieve long-term budget equilibrium, with the agency targeting budget balance by July 1, 2028. TriMet has also implemented internal cost-saving initiatives, including reductions in administrative spending and staffing analyses that led to layoffs. Specifically, 26 administrative employees were let go, and a total of 68 positions were eliminated, some of which were already vacant, as part of efforts to mitigate the TriMet budget deficit.
The agency is actively exploring alternative revenue streams, which may include fare increases. A potential fare hike of 20 cents for adult riders is scheduled for August 2028. However, even with these implemented measures, certain TriMet service cuts appear unavoidable. TriMet’s adopted FY2026 budget totals $2 billion, encompassing allocations for operations, capital projects, and reserves. Nonetheless, the persistent TriMet budget deficit signals a challenging trajectory for public transit across Oregon, with these TriMet service cuts being a stark indicator. The agency remains committed to seeking sustainable funding solutions to prevent further TriMet service cuts.
Oregon’s Transit Landscape and Public Transit Reductions
TriMet is not an isolated case in facing financial distress; numerous transit agencies throughout Oregon are confronting similar challenges, contributing to widespread public transit reductions. The confluence of rising expenses and diminished funding creates significant hurdles, and the failure of statewide transportation funding packages exacerbates these problems, leading to considerable uncertainty for service providers and riders alike. The future viability of public transit in Oregon hinges on the development of stable, long-term funding solutions to mitigate these ongoing public transit reductions and address the root causes of the TriMet budget deficit.
