View source for MAX Yellow Line (TriMet)

{{Short description|Light rail line in Portland, Oregon}}
{{Use American English|date=August 2020}}
{{Use mdy dates|date=March 2018}}
{{Infobox rail line
| name                            = MAX Yellow Line
| other_name                      = Interstate MAX<ref name="max-yellow-line-factsheet-2016">{{cite web |url=https://trimet.org/publications/pdf/factsheets/max-yellowline.pdf |title=Interstate MAX Yellow Line |publisher=TriMet |date=July 2016 |access-date=February 23, 2019 |archive-url=https://web.archive.org/web/20180710102319/https://trimet.org/publications/pdf/factsheets/max-yellowline.pdf |archive-date=July 10, 2018}}</ref>
| color                           = {{rcr|TriMet|yellow}}
| logo                            = {{ric|TriMet|Yellow|size=24}}
| image                           = Portland MAX train of Type 2 + Type 1 cars at 5th & Mill (2015).jpg
| image_width                     = 
| image_alt                       = A MAX train composed of a low-floor car and a high-floor car southbound on 5th Avenue at Mill Street in downtown Portland
| caption                         = A Yellow Line train on the Portland Transit Mall
| type                            = [[Light rail]]
| system                          = [[MAX Light Rail]]
| status                          = <!-- Only use when line is not operating normally -->
| locale                          = [[Portland, Oregon]], U.S.
| start                           = {{stl|TriMet|Expo Center}} (north)
| end                             = [[PSU South stations|PSU South]] in [[Downtown Portland, Oregon|downtown Portland]] (south)
| stations                        = 17
| website                         = [https://trimet.org/schedules/maxyellowline.htm MAX Yellow Line]
| routes                          = 
| daily_ridership                 = 12,960 (Weekday, {{dts|2019|09}})<ref name="sep-2019-report">{{cite web |title=September 2019 Monthly Performance Report |url=https://trimet.org/about/pdf/2019/2019-09.pdf |publisher=[[TriMet]] |page=1 |access-date=January 9, 2020 |archive-date=April 26, 2020 |archive-url=https://web.archive.org/web/20200426205623/https://trimet.org/about/pdf/2019/2019-09.pdf |url-status=live }}</ref>
| open                            = {{Start date and age|2004|05|01}}
| close                           = 
| owner                           = [[TriMet]]
| operator                        = TriMet
| character                       = [[At-grade railway|At-grade]] and [[Elevated railway|elevated]]
| linelength                      = {{convert|5.8|mi|km|abbr=on}}{{efn|name=length|TriMet publications only provide the total length of the Interstate MAX extension, i.e., the {{convert|5.8|mi|km|adj=on}} section that was newly built. The total length of Yellow Line service, which includes segments of the [[Eastside MAX]] and the [[Portland Transit Mall]], is undetermined.<ref name="max-yellow-line-factsheet-2016"/>}}
| tracklength                     = 
| tracks                          = 2
| gauge                           = {{Track gauge|ussg|allk=on}}
| electrification                 = {{750 V DC|conductor=overhead}}
| map                             = {{MAX Yellow Line}}
| map_name                        = Route diagram
| map_state                       = collapsed
}}

The '''MAX Yellow Line''' is a [[light rail]] line serving [[Portland, Oregon]], United States. Operated by [[TriMet]] as part of [[MAX Light Rail]], it connects [[North Portland, Oregon|North Portland]], [[Downtown Portland, Oregon|Portland City Center]], and [[Portland State University]] (PSU). The line serves 17 stations; it runs north–south from [[Expo Center station]] to [[PSU South stations|PSU South/Southwest 6th and College station]], [[through service|interlining]] with the [[MAX Green Line|Green]] and [[MAX Orange Line (TriMet)|Orange]] lines within the [[Portland Transit Mall]]. Service runs for 21 hours per day with [[headway]]s of up to 15 minutes. The Yellow Line is the fourth-busiest service in the MAX system; it carried an average 12,960 riders per weekday in September 2019.

After failing to secure funding for a planned light rail line between [[Clackamas County, Oregon|Clackamas County]] and [[Clark County, Washington]] called the [[MAX Light Rail#South/North plan|{{not a typo|South/North}} Corridor]], Portland business leaders and residents convinced TriMet to revive a portion of the project within North Portland along the median of [[Oregon Route 99W|Interstate Avenue]]. The ten-station, {{convert|5.8|mi|km|1|adj=on}} '''Interstate MAX''' extension began construction in 2001 and opened to Yellow Line service on May 1, 2004. From its opening until 2009, the Yellow Line ran from Expo Center station in North Portland to the [[Library/Southwest 9th Avenue and Galleria/Southwest 10th Avenue stations|Library and Galleria stations]] in downtown Portland. In 2009, TriMet rerouted downtown Yellow Line service to the Portland Transit Mall.

Since 2015, the Yellow Line has operated as a northbound [[through train|through service]] of the [[MAX Orange Line (TriMet)|Orange Line]] from PSU South/Southwest 6th and College station. Conversely, most southbound Yellow Line trains, which had served the other half of the transit mall on 5th Avenue from 2009 to 2015, operate through to the Orange Line from [[Union Station (TriMet)|Union Station/Northwest 5th & Glisan station]].

==History==
===Early proposals===
{{See also|MAX Light Rail#South/North plan}}
[[File:FREEWAY (ROUTE I-5) RUNS DIRECTLY THROUGH THIS ESTABLISHED RESIDENTIAL AREA OF NORTHEAST PORTLAND - NARA - 548092.jpg|thumb|right|upright|alt=refer to caption|An aerial view of Interstate 5 (near center) and Interstate Avenue (upper right) in 1973, facing south]]

Proposals for a [[light rail]] line through [[North Portland, Oregon|North Portland]], across the [[Columbia River]], and into [[Vancouver, Washington]], were considered as early as the 1980s. A study by staff of the [[Portland metropolitan area]]'s regional government, [[Metro (Oregon regional government)|Metro]], in 1985 examined the feasibility of a line alongside [[Interstate 5 (Oregon)|Interstate 5]] (I-5) or along the median of Interstate Avenue but concluded that no light rail alternative would "'pay back' within the useful life of the project".<ref name="oregon-agency-to-study">{{cite news |author=<!--no by line; staff writer(s)--> |title=Oregon agency to study Vancouver light-rail link |newspaper=[[The Oregonian]] |date=October 17, 1985 |page=F2 |url=https://infoweb.newsbank.com/apps/news/document-view?p=EANX-NB&docref=image/v2%3A11A73E5827618330%40EANX-NB-132A8884C3AD2666%402446356-1326E048D70E9831%4071-1326E048D70E9831%40 |access-date=April 8, 2022 |url-access=registration |via=[[NewsBank]] |archive-date=September 15, 2023 |archive-url=https://web.archive.org/web/20230915035502/https://infoweb.newsbank.com/apps/news/user/login?destination=document-view%3Fp%3DEANX-NB%26docref%3Dimage/v2%253A11A73E5827618330%2540EANX-NB-132A8884C3AD2666%25402446356-1326E048D70E9831%254071-1326E048D70E9831%2540 |url-status=live }}</ref> A different report completed in 1986, however, noted that light rail along the corridor would be "promising".<ref>{{cite news |last=Stewart |first=Bill |title=Report calls light-rail link with Portland promising |date=May 6, 1986 |newspaper=The Oregonian |page=B4 |url=https://infoweb.newsbank.com/apps/news/document-view?p=EANX-NB&docref=image/v2%3A11A73E5827618330%40EANX-NB-13293A8171E0305E%402446557-13292ED52F72CB42%4025-13292ED52F72CB42%40 |access-date=April 8, 2022 |url-access=registration |via=NewsBank |archive-date=September 15, 2023 |archive-url=https://web.archive.org/web/20230915035503/https://infoweb.newsbank.com/apps/news/user/login?destination=document-view%3Fp%3DEANX-NB%26docref%3Dimage/v2%253A11A73E5827618330%2540EANX-NB-13293A8171E0305E%25402446557-13292ED52F72CB42%254025-13292ED52F72CB42%2540 |url-status=live }}</ref> In 1988, Portland city planners proposed a northside rail service as part of Portland's Central City and [[Albina District, Portland, Oregon|Albina]] Community plans;<ref>{{cite news |last=Oliver |first=Gordon |title=Economic planning outlined |newspaper=[[The Oregonian]] |date=July 12, 1988 |page=B6 }}</ref><ref>{{cite news |last=Pickett |first=Nelson |title=Planning commission looks at Albina Community Plan |newspaper=The Oregonian |date=February 25, 1992 |page=B2 }}</ref> they sought to extend the region's then-two-year-old light rail system, the [[MAX Light Rail|Metropolitan Area Express]] (MAX), via Interstate Avenue, I-5, or [[Oregon Route 99E|Martin Luther King Jr. Boulevard]] (formerly Union Avenue).<ref>{{cite news |last=Mayer |first=James |title=Planners seek economic niche for inner city; bureau plans 3-years study of North, Northeast Portland, hoping to help revive area |newspaper=The Oregonian |date=May 15, 1989 |page=B2 }}</ref> While serving on the [[United States Senate Committee on Appropriations|Senate Committee on Appropriations]], [[United States Senate|U.S. Senator]]s [[Mark Hatfield]] of Oregon and [[Brock Adams]] of Washington combined this proposal with a greater Vancouver–Portland–[[Oregon City, Oregon|Oregon City]] light rail plan that Metro separately developed, for which the committee appropriated $2&nbsp;million to study in 1989.<ref>{{cite news |last1=Kohler |first1=Vince |last2=Stewart |first2=Bill |title=Light-rail proposals gain ground in Congress; senate panel approves transportation funding bill, aiding plans for new Oregon City, Vancouver lines |newspaper=The Oregonian |date=September 10, 1989 |page=C2 }}</ref>

Preliminary alignment studies north to Vancouver and Clark County, including an additional proposal for a line between [[Vancouver Mall]] and [[Clackamas Town Center]] along [[Interstate 205 (Oregon–Washington)|I-205]], commenced shortly after.<ref>{{cite news |last=Stewart |first=Bill |title=Clark County light-rail plans chugging along; more than $1&nbsp;million will be spent on studies on both sides of the river |newspaper=The Oregonian |date=September 24, 1989 |page=C2 }}</ref> Metro's Joint Policy Advisory Committee on Transportation (JPACT) identified a {{convert|25|mi|km|0|adj=on}} route from [[Hazel Dell, Washington|Hazel Dell]] through [[Downtown Portland, Oregon|downtown Portland]] to Clackamas Town Center in 1994 that TriMet formally named the "[[MAX Light Rail#South/North plan|{{not a typo|South/North}} Corridor]]".<ref>{{cite news |last=Maves |first=Norm Jr. |title=25-mile route encompasses hundreds of steps |newspaper=The Oregonian |date=October 27, 1994 |page=1 }}</ref><ref name="Selinger 80">{{cite web |title=Making History: 45 Years of Transit in the Portland Region |last=Selinger |first=Philip |date=2015 |publisher=TriMet |url=https://trimet.org/pdfs/history/making-history.pdf |oclc=919377348 |access-date=July 26, 2018 |pages=80, 83–85 |archive-url=https://web.archive.org/web/20180509021212/https://trimet.org/pdfs/history/making-history.pdf |archive-date=May 9, 2018 |url-status=dead}}</ref>{{rp|80}} That November, Metro asked Portland area voters if they would approve a $475&nbsp;million [[bond measure]] to cover Oregon's portion of the project's estimated $2.8&nbsp;billion cost; the measure passed by 63&nbsp;percent.<ref name=oreg1994nov10>{{cite news |last=Oliver |first=Gordon |date=November 10, 1994 |title=One down, more to go for reality of north–south rail line |newspaper=The Oregonian |page=C10 }}</ref> Across the river, Clark County officials proposed a 0.3&nbsp;percent increase in [[sales tax|sales]] and vehicle [[Excise tax in the United States|excise tax]]es to provide Washington's $237.5&nbsp;million share;<ref>{{cite news |last=Rose |first=Joseph |date=July 11, 2012 |title=C-Tran sends light-rail sales tax to Clark County voters |url=http://blog.oregonlive.com/commuting/2012/07/c-tran_sends_light-rail_sales.html |work=The Oregonian |access-date=August 19, 2018 |archive-url=https://web.archive.org/web/20180820074648/http://blog.oregonlive.com/commuting/2012/07/c-tran_sends_light-rail_sales.html |archive-date=August 20, 2018}}</ref> voters turned it down by 69&nbsp;percent on February 7, 1995.<ref name="oreg-1995feb8">{{cite news |last=Oliver |first=Gordon |title=Clark County turns down north–south light rail |newspaper=The Oregonian |date=February 8, 1995 |page=1 }}</ref><ref>{{cite news |last=Oliver |first=Gordon |title=Light-rail rejection stirs doubt on project |newspaper=The Oregonian |date=February 9, 1995 |page=C1 }}</ref>

Amid fears that ridership would not justify a North Portland segment if Clark County were excluded,<ref>{{cite news |last1=Spicer |first1=Osker |last2=Nkrumah |first2=Wade |title=Left Behind? |newspaper=The Oregonian |date=March 2, 1995 |page=D2 }}</ref> JPACT scaled back the project and released a second plan that would only build the line between the [[Rose Quarter]] and Clackamas Town Center.<ref>{{cite news |last1=Oliver |first1=Gordon |last2=Stewart |first2=Bill |title=MAX may skip Clark County, N. Portland |newspaper=The Oregonian |date=March 1, 1995 |page=B1 }}</ref> To fill the funding gap that resulted from the exclusion of Clark County, the [[Oregon House of Representatives]] passed a $750&nbsp;million transportation package that included $375&nbsp;million for the  project.<ref>{{cite news |last1=Green |first1=Ashbel S. |last2=Mapes |first2=Jeff |title=Legislature is finally working on the railroad |newspaper=The Oregonian |date=August 4, 1995 |page=A1 }}</ref> The [[Oregon Supreme Court]] promptly struck down this funding due to the inclusion of unrelated measures, which violated the state's constitution.<ref name="light-rail-history">{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Some light-rail history |newspaper=The Oregonian |date=October 7, 1996 |page=A8 }}</ref><ref>{{cite news |last=Spicer |first=Osker |title=Light-rail expansion would be good for areas |newspaper=The Oregonian |date=January 31, 1996 |page=C2 }}</ref> In February 1996, state legislators revised the package, but light rail opponents forced a statewide vote in November that ultimately prevented the use of state funds.<ref name="light-rail-history"/><ref>{{cite news |last1=Oliver |first1=Gordon |last2=Hunsberger |first2=Brent |title=Tri-Met still wants that rail line to Clackamas County |newspaper=The Oregonian |date=November 7, 1996 |page=D1 }}</ref> In an effort to regain the support of North Portland residents, who had historically voted in favor of light rail, and to avoid seeking state funding,<ref>{{cite news |last=Oliver |first=Gordon |title=South–North light-rail issue keeps on going |newspaper=The Oregonian |date=February 12, 1997 |page=A1 }}</ref> JPACT announced a third plan in February 1997 that reinstated a segment within North Portland, a {{convert|15|mi|km|0|adj=on}} line from Lombard Street to Clackamas Town Center.<ref>{{cite news |last=Oliver |first=Gordon |title=Returning to light rail |newspaper=The Oregonian |date=February 12, 1997 |page=A20 }}</ref> A few months later, the [[Government of Portland, Oregon|Portland City Council]] extended this proposed alignment through North Portland so that it would terminate another mile north of Lombard Street in [[Kenton, Portland, Oregon|Kenton]].<ref>{{cite news |last=Stewart |first=Bill |title=Portland officially maps a South–North rail line |newspaper=The Oregonian |date=June 19, 1998 |page=B3 }}</ref> That July, Metro advanced the final [[Environmental impact statement|environmental studies]] for a line that would run {{convert|16|mi|km}} between Kenton and Clackamas Town Center in its first phase, with a potential to extend it {{convert|21|mi|km}} up to Clark County should financing be acquired.<ref>{{cite news |last=Oliver |first=Gordon |title=Metro votes advance South–North light rail |newspaper=The Oregonian |date=July 24, 1998 |page=D6 }}</ref> Due to the wording on the original ballot passed in 1994, which described the project extending into Clark County, regional transit agency [[TriMet]] elected to reaffirm voter support by drafting a new $475&nbsp;million bond measure.<ref>{{cite news |last=Oliver |first=Gordon |title=Tri-Met will put rail plan on ballot |newspaper=The Oregonian |date=August 6, 1998 |page=B1 }}</ref> Portland area residents cast their vote on November 3, 1998, and those against the measure narrowly defeated it, 52&nbsp;percent to 48&nbsp;percent.<ref>{{cite news |last=Oliver |first=Gordon |title=South–North Line backers find themselves at a loss after election day defeat |newspaper=The Oregonian |date=November 7, 1998 |page=B1 }}</ref>

===Revival and construction===
[[File:MAX Yellow Line viaduct north of Argyle St with southbound train (2004).jpg|thumb|left|alt=A MAX train traveling across a long viaduct|The long viaduct north of Argyle Street built for the Interstate MAX, seen on the second day of service]]

In 1999, North Portland residents and city business leaders urged TriMet to revive the {{not a typo|South/North}} Corridor's northern portion but without the Clark County segment; they argued that 81&nbsp;percent of [[Multnomah County, Oregon|Multnomah County]] voters had wanted light rail.<ref name="oreg-1999mar16">{{cite news |last=Oliver |first=Gordon |title=New light-rail plan rises from the ashes |newspaper=The Oregonian |date=March 16, 1999 |page=1 }}</ref><ref name="oreg-1999mar25">{{cite news |last=Stewart |first=Bill |title=Tri-Met involvement urged in north light-rail line |newspaper=The Oregonian |date=March 25, 1999 |page=B3 }}</ref> TriMet agreed and developed a proposal to build a line along the median of Interstate Avenue, between the [[Portland Expo Center]] and the Rose Quarter.<ref>{{cite news |last=Oliver |first=Gordon |title=Tri-Met adds detail to proposal to build light rail in north |newspaper=The Oregonian |date=May 3, 1999 |page=C2 }}</ref> Meetings and polls conducted in June of that year determined that locals overwhelmingly supported the project, which organizers began calling the "Interstate MAX", as long as it was less expensive than the {{not a typo|South/North}} project, did not displace residents from their homes,<ref name="Selinger 80"/>{{rp|83}} and did not require any new taxes.<ref>{{cite news |last=Oliver |first=Gordon |title=Light-rail proponents take heart in poll results |newspaper=The Oregonian |date=June 5, 1999 |page=B3 }}</ref> The city council subsequently endorsed the proposal.<ref>{{cite news |last=Oliver |first=Gordon |title=Council revives Interstate Avenue MAX line plan |newspaper=The Oregonian |date=June 17, 1999 |page=B3 }}</ref>

TriMet projected the cost of the Interstate MAX at $350&nbsp;million.<ref name="clinton-money">{{cite news |last=Stewart |first=Bill |title=NW prominent in Clinton money plan; MAX: The North Portland Interstate |newspaper=The Oregonian |date=February 5, 2000 |page=A1 }}</ref> To build it without the need for a significant new source of local funding, the city created an [[urban renewal]] district surrounding the alignment and adopted the Interstate Corridor urban renewal area (ICURA) plan in August 2000.<ref>{{cite news |last=Stewart |first=Bill |title=Interstate MAX on track but not final |newspaper=The Oregonian |date=August 26, 1999 |page=D2 }}</ref><ref>{{cite report |url=https://prosperportland.us/wp-content/uploads/2016/07/Interstate-URA-plan.pdf |title=Interstate Corridor Urban Renewal Plan |publisher=[[Portland Development Commission]] |date=August 2000 |access-date=April 21, 2020 |archive-date=October 31, 2019 |archive-url=https://web.archive.org/web/20191031201908/https://prosperportland.us/wp-content/uploads/2016/07/Interstate-URA-plan.pdf |url-status=live }}</ref>{{rp|24}} This covered an expansive {{convert|3744|acre|ha|adj=on}} area within 10 neighborhoods and directed $30&nbsp;million in tax increment funds towards the project.<ref name="clinton-money"/><ref name="lessons-learned">{{cite news |url=https://www.oregonlive.com/pacific-northwest-news/2011/04/lessons_learned_what_portland_leaders_did_--_and_didnt_do_--_as_people_of_color_were_forced_to_the_f_1.html |last=Hannah-Jones |first=Nikole |title=Lessons learned? What Portland leaders did – and didn't do – as people of color were forced to the fringes |newspaper=The Oregonian |date=May 1, 2011 |access-date=April 29, 2020 |archive-url=https://web.archive.org/web/20190714225231/https://www.oregonlive.com/pacific-northwest-news/2011/04/lessons_learned_what_portland_leaders_did_--_and_didnt_do_--_as_people_of_color_were_forced_to_the_f_1.html |archive-date=July 14, 2019}}</ref> That same year, TriMet and the city completed funding the [[MAX Red Line|Airport MAX]] and [[NS Line|Central City Streetcar]] projects without requesting any [[federal assistance]]; TriMet declared them part of the Interstate MAX project, providing $257.5&nbsp;million in matching federal funds that the [[Federal Transit Administration]] approved in September.<ref name="clinton-money"/><ref>{{cite news |last=Stewart |first=Bill |title=Interstate MAX funds on schedule |newspaper=The Oregonian |date=September 19, 2000 |page=D1 }}</ref> TriMet and Metro contributed $38.5&nbsp;million and $24&nbsp;million respectively to the remaining balance, sourced from their own general transportation funds.<ref name="max-yellow-line-factsheet-2016"/>

Construction of the Interstate MAX began in February 2001 with a ceremony held near the Rose Quarter.<ref>{{cite news |last=Stewart |first=Bill |title=Interstate MAX work will begin with Monday ceremony |newspaper=The Oregonian |date=February 16, 2001 |page=D3 }}</ref> Initial work on the line's [[Junction (rail)|junction]] with the [[Eastside MAX]], located near the east end of the Steel Bridge, required a 16-day closure of the Eastside MAX segment between [[Rose Quarter Transit Center]] and [[Old Town/Chinatown station]], during which buses shuttled riders between the two stations.<ref name="max-wont-cross">{{cite news |last=Stewart |first=Bill |title=MAX won't cross river for 16 days |newspaper=The Oregonian |date=May 10, 2001 |page=B4 }}</ref> In April, TriMet contracted [[Stacy and Witbeck]] to lay tracks between the Rose Quarter and Kenton and build a new vehicular [[overpass]]<!--Lower Albina overcrossing--> in Lower Albina.<ref>{{cite news |last=Stewart |first=Bill |title=Tri-Met approves 5-cent fare increase |newspaper=The Oregonian |date=April 26, 2001 |page=D2 }}</ref> Meanwhile, the agency awarded the section between Kenton and the Expo Center, which included the construction of a {{convert|3850|ft|m|0|adj=mid|-long}} [[double-track railway|dual-track]] bridge north of Argyle Street,<ref name="longest-spans">{{cite news |last1=Stewart |first1=Bill |last2=Leeson |first2=Fred |title=Interstate MAX may cross one of city's longest spans |newspaper=The Oregonian |date=February 26, 2001 |page=C3 }}</ref> to F.E. Ward Constructors.<ref name="max-wont-cross"/> The rapid pace of construction, which workers credited to improvements in track-laying and street reconstruction technology learned from previous MAX projects,<ref name="open-early">{{cite news |last=Leeson |first=Fred |title=Interstate Avenue rail line will open early |newspaper=The Oregonian |date=September 17, 2003 |page=C1 }}</ref> hit a halfway point in April 2002. TriMet marked this milestone with a concrete pouring ceremony at the line's intersection with [[Rosa Parks station (TriMet)|Portland Boulevard]].<ref>{{cite news |last=Stewart |first=Bill |title=Interstate MAX line hits halfway mark |newspaper=The Oregonian |date=April 3, 2002 |page=D2 }}</ref> Workers completed road and sidewalk improvements the following November, six months ahead of schedule.<ref>{{cite news |last=Leeson |first=Fred |title=Interstate Avenue work winds down with stripes |newspaper=The Oregonian |date=November 6, 2002 |page=E3 }}</ref> In August 2003, with construction approximately 80&nbsp;percent complete, TriMet officials announced the line's targeted opening for the following spring,<ref>{{cite news |last=Fitzgibbon |first=Joe |title=MAX route is site for long, narrow party, garage sale |newspaper=The Oregonian |date=August 15, 2003 |page=C2 }}</ref> months earlier than the previously anticipated September commencement.<ref name="open-early"/> Line testing began in February 2004 and continued up to the extension's inauguration.<ref>{{cite news |last=Leeson |first=Fred |title=TriMet give crowd ride on its newest MAX run |newspaper=The Oregonian |date=February 20, 2004 |page=D1 }}</ref>

===Opening and service realignment===
[[File:Mall SW 5th Ave MAX Station 8192441301.jpg|thumb|right|alt=A MAX train approaching the platform of Mall/Southwest 5th Avenue station with a passenger waiting to board|A Yellow Line train approaching the now-closed [[Mall/Southwest 4th Avenue and Mall/Southwest 5th Avenue stations|Mall/Southwest 5th Avenue station]] on Southwest Morrison Street in 2004]]

The {{convert|5.8|mi|km|adj=on}} Interstate MAX extension opened on May{{nbsp}}1, 2004,<ref name="open-for-business">{{cite news |last=Leeson |first=Fred |title=The Yellow Line: Open for business |newspaper=The Oregonian |date=April 25, 2004 |page=B5 }}</ref> four months ahead of schedule and $25&nbsp;million under budget.<ref name="max-yellow-line-factsheet-2016"/><ref name="makingtracks">{{cite news |first=Don |last=Hamilton |title=Making tracks to the MAX |newspaper=Portland Tribune |date=April 30, 2004 |url=http://www.portlandtribune.com/news/story.php?story_id=23819 |archive-url=https://web.archive.org/web/20120331125643/http://www.portlandtribune.com/news/story.php?story_id=23819 |archive-date=March 31, 2012 |access-date=August 8, 2014}}</ref> TriMet created a new MAX service called the "Yellow Line",<ref name="yellow-line-they-came">{{cite news |last=Leeson |first=Fred |title=Yellow Line: They came, they rode, they offered opinions |newspaper=The Oregonian |date=May 4, 2004 |page=B1 }}</ref><ref name="taut-dec2000">{{cite news|author=<!--Staff writer(s); no by-line.--> |title=Systems News [regular news section] |magazine=[[Tramways & Urban Transit]] |publisher=[[Ian Allan Publishing]] |date=December 2000 |page=471 |issn=1460-8324 |quote=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 ...}}</ref> which ran from [[Expo Center station]] in North Portland to the [[Library/Southwest 9th Avenue and Galleria/Southwest 10th Avenue stations|Library and Galleria stations]] in downtown Portland, turning around at the 11th Avenue tracks; it followed First Avenue and Morrison and Yamhill streets upon entry into downtown, serving this segment alongside the Blue and Red lines.<ref name="tribune2009-0828">{{cite news |author=<!--Staff writer(s); no by-line.--> |title=New MAX line opens downtown |newspaper=[[Portland Tribune]] |date=August 28, 2009 |url=http://pamplinmedia.com/component/content/article?id=54413 |access-date=May 13, 2014 |archive-url=https://web.archive.org/web/20150103091415/http://pamplinmedia.com/component/content/article?id=54413 |archive-date=January 3, 2015}}</ref> The Yellow Line replaced TriMet [[bus route]] 5–Interstate.<ref name="yellow-line-they-came"/> Over 20,000 people attended opening day celebrations, and TriMet offered free rides for two days.<ref>{{cite news |last=Leeson |first=Fred |title=Ride to remember |newspaper=The Oregonian |date=May 2, 2004 |page=B1 }}</ref> The presence of the line spurred redevelopment along the corridor, including new investments from [[Fred Meyer]] and [[New Seasons Market]].<ref name="open-for-business"/>

On August{{nbsp}}30, 2009, TriMet rerouted the Yellow Line to begin serving the light rail tracks added to the rebuilt Portland Transit Mall, with the [[PSU Urban Center stations]] as its interim southern termini.<ref name="tribune2009-0828"/><ref>{{cite news |last=Rivera |first=Dylan |title=MAX Yellow Line on new route Sunday |newspaper=The Oregonian |date=August 29, 2009 }}</ref> The agency had placed the construction of the intended [[PSU South stations|PSU South]] termini on hold as it awaited [[transit-oriented development]] projects in the area to finish.<ref name="lastpiece">{{cite news |last=Redden |first=Jim |title=Line's last piece stirs money questions |newspaper=Portland Tribune |date= September 24, 2009 |url=http://thetribonline.net/news/story.php?story_id=125373697936164200 |access-date=September 2, 2012 |archive-url=https://archive.today/20130222054826/http://thetribonline.net/news/story.php?story_id=125373697936164200 |archive-date=February 22, 2013 |url-status=usurped }}</ref> The PSU South stations opened in September 2012.<ref name="oreg-2012aug31">{{cite news|last=Bailey Jr.|first=Everton|title=TriMet boosts most fares starting Saturday; some routes changing |newspaper=The Oregonian|date=August 30, 2012 <!--print edition date Aug. 31, 2012, page 1-->|url=https://www.oregonlive.com/roadreport/index.ssf/2012/08/trimet_boosts_most_fares_start.html |access-date=September 2, 2012 |archive-url=https://web.archive.org/web/20200301194751/https://www.oregonlive.com/roadreport/2012/08/trimet_boosts_most_fares_start.html |archive-date=March 1, 2020}}</ref> Following the completion of the [[Portland–Milwaukie Light Rail Project]], which extended MAX to [[Milwaukie, Oregon|Milwaukie]], the Yellow Line became partially [[Through train|interlined]] with the new Orange Line. TriMet claimed separating the lines would allow it to better control service frequencies from North Portland and Milwaukie to downtown Portland, as it expected higher ridership along the Orange Line. It also anticipated few riders from these communities traveling beyond the city center. Most Orange Line trains subsequently took over operating the southbound 5th Avenue segment of the transit mall on September{{nbsp}}12, 2015.<ref>{{cite web |url=http://howweroll.trimet.org/2015/06/19/you-asked-how-will-max-orange-line-work-in-downtown-portland/ |last=Lum |first=Brian |title=You asked: How will the Orange Line work in downtown Portland? |publisher=TriMet |date=June 19, 2015 |archive-url=https://web.archive.org/web/20151026140806/http://howweroll.trimet.org/2015/06/19/you-asked-how-will-max-orange-line-work-in-downtown-portland/ |archive-date=October 26, 2015 |url-status=dead}}</ref>

==Proposed extension to Clark County, Washington==
{{see also|Columbia River Crossing}}
[[File:Interstate Bridge in 1917, Streetcar Northbound.jpg|thumb|left|alt=a tram approaching Interstate Bridge, photo in black and white|A Vancouver line streetcar seen crossing the Columbia River via the Interstate Bridge in 1917]]

Passenger rail service once operated between Portland and Vancouver, Washington. In October 1888, the Portland and Vancouver Railway Company opened a [[steam dummy]] line called the "Vancouver line".<ref>{{cite thesis |last=Freece |first=David Warren |date=1984 |title=A history of the street railway systems of Vancouver, Washington, 1889–1926 |publisher=[[Portland State University]] |oclc=979568028 |url=https://pdxscholar.library.pdx.edu/open_access_etds/3439 |access-date=March 11, 2019 |archive-date=March 29, 2019 |archive-url=https://web.archive.org/web/20190329025137/https://pdxscholar.library.pdx.edu/open_access_etds/3439/ |url-status=live }}</ref>{{rp|6–8}} The Vancouver line's tracks initially ran from the corner of First and Washington streets in downtown Portland north to [[Hayden Island, Portland, Oregon|Hayden Island]],<ref name="thompson2010">{{cite book |last=Thompson |first=Richard |date=2010 |title=Portland's Streetcar Lines |publisher=[[Arcadia Publishing]] |isbn=978-0-7385-8126-2 |access-date=March 12, 2019 |url=https://books.google.com/books?id=rCD1zjOPXvMC&pg=PA71 |archive-date=January 31, 2021 |archive-url=https://web.archive.org/web/20210131050209/https://books.google.com/books?id=rCD1zjOPXvMC&pg=PA71 |url-status=live }}</ref>{{rp|73}} where Vancouver-bound passengers transferred to a [[ferry]] to continue across the Columbia River.<ref>{{cite book |last=Thompson |first=Richard |title=Portland's Streetcars |url=https://books.google.com/books?id=piI9fw4I5i8C&pg=PT9 |publisher=Arcadia Publishing |date=2006 |isbn=978-1-4396-3109-6 |access-date=March 11, 2019 |archive-date=January 31, 2021 |archive-url=https://web.archive.org/web/20210131050204/https://books.google.com/books?id=piI9fw4I5i8C&pg=PT9 |url-status=live }}</ref>{{rp|16–17}} The line was [[Railway electrification system|electrified]] in 1892 following its acquisition by the Portland Consolidated Street Railway.<ref name="thompson2010"/>{{rp|71}} The first [[Interstate Bridge]], built in 1917,<ref>{{cite news |url=http://oregonnews.uoregon.edu/lccn/sn83025138/1917-02-15/ed-1/seq-1/ |title=Columbia Span Is Formally Opened: Dream of Half Century Is Realized. Traffic Starts With Brilliant Ceremony on Bridge; Thousands Attend Affair. |date=February 15, 1917 |newspaper=The Morning Oregonian |page=1 |access-date=March 12, 2019 |archive-date=March 28, 2019 |archive-url=https://web.archive.org/web/20190328215237/https://oregonnews.uoregon.edu/lccn/sn83025138/1917-02-15/ed-1/seq-1/ |url-status=live }}</ref> finally extended the tracks across the river and replaced the ferry service. The Vancouver line remained operational as part of the [[Portland Railway, Light and Power Company]] until its closure in September 1940.<ref name="thompson2010"/>{{rp|71}}

Regional planners in Oregon considered restoring rail service to Vancouver in 1974, when TriMet proposed a light rail line at the same time Governor [[Tom McCall]]'s [[task force]] studied options for allocating [[Administration of federal assistance in the United States|federal assistance]] funds diverted from the canceled [[Mount Hood Freeway]] project.<ref name="freeways-out">{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Planners favor mass transit; freeways 'out' |newspaper=The Oregonian |date=May 3, 1974 |page=22 }}</ref> Then in 1984, a bi-state [[Advisory board|advisory committee]] revisited the concept, envisioning 8,000 commuters from Clark County by the year 2000.<ref name="stewart-05181984">{{cite news |last=Stewart |first=Bill |title=Light rail route suggested to link Portland, Vancouver |newspaper=The Oregonian |date=May 18, 1984 |page=C2 }}</ref> Both proposals were shelved due to feasibility issues and a lack of funding.<ref name="freeways-out"/><ref name="stewart-05181984"/> Following the {{not a typo|South/North}} project's initial defeat, planning for a separate North Portland to Clark County segment continued. New studies were conducted to evaluate the feasibility of a light rail-only bridge or tunnel,<ref>{{cite news |last=Dunham |first=Elisabeth |title=Light-rail planning on track despite 'No' vote |newspaper=The Oregonian |date=June 9, 1995 |page=B2 }}</ref> while other studies suggested light rail on a third vehicular bridge,<ref>{{cite news |last=Stewart |first=Bill |title=Study raises possibility of third Columbia bridge |newspaper=The Oregonian |date=December 18, 1995 |page=B2 }}</ref><ref>{{cite news |last=Gordon |first=Oliver |title=Portland seeks to quash talk of new Columbia bridge |newspaper=The Oregonian |date=April 12, 1996 |page=B4 }}</ref> an idea that had been considered since the late 1980s.<ref>{{cite news |last1=Hamilton |first1=Don |last2=Stewart |first2=Bill |title=A third Columbia bridge? |newspaper=The Oregonian |date=September 4, 1988 |page=C1 }}</ref><ref>{{cite news |last=Bodine |first=Harry |title=Panel gives third bridge low priority |newspaper=The Oregonian |date=December 9, 1988 |page=D2 }}</ref> An environmental study released in February 1998 for the {{not a typo|South/North}} project's third iteration included an option for a low bridge with a lift span,<ref name="vancouver-rears-head">{{cite news |last=Stewart |first=Bill |title=Vancouver light rail rears head again |newspaper=The Oregonian |date=February 19, 1998 |page=E2 }}</ref> but a decision was made to reserve the option for a later phase.<ref>{{cite news |last=Oliver |first=Gordon |title=South–North rail line may be back on track |newspaper=The Oregonian |date=February 20, 1998 |page=A1 }}</ref>

In 2004, Oregon and Washington began efforts to replace the Interstate Bridge, citing the bridge's declining structural integrity and worsening congestion.<ref>{{cite news |last1=Stewart |first1=Bill |last2=Leeson |first2=Fred |title=States hire bridge consultants |newspaper=The Oregonian |date=February 25, 2004 |page=C1 }}</ref> This culminated in the [[Columbia River Crossing]] project in 2008. The project would have replaced the bridge and extended MAX further north from the Expo Center through Hayden Island and across the Columbia River to downtown Vancouver and [[Clark College (Washington)|Clark College]], adding seven new stations along {{convert|2.9|mi|km}} of new track. Planners projected the extension to cost upwards of $3.5&nbsp;billion (equivalent to ${{Format price|{{Inflation|US-GDP|3500000000|2011}}}} in {{Inflation-year|US-GDP}} dollars).<ref>{{cite web |url=http://wsdot.wa.gov/accountability/ssb5806/docs/6_Project_Development/PublicInvolvement/CRCprojectFactSheet.pdf |title=Columbia River Crossing, Project Overview |date=September 30, 2011 |publisher=[[Washington State Department of Transportation]] |access-date=March 15, 2019 |archive-date=May 23, 2019 |archive-url=https://web.archive.org/web/20190523144855/http://wsdot.wa.gov/accountability/ssb5806/docs/6_Project_Development/PublicInvolvement/CRCprojectFactSheet.pdf |url-status=live }}</ref>{{rp|3}} In June 2013, three months after the Oregon Legislature authorized $450&nbsp;million in state funding, the [[Washington State Senate]] declined to fund Washington's share, with opponents citing the inclusion of light rail as a common reason for rejecting the proposal.<ref>{{cite news |last=Mapes |first=Jeff |title=What killed the Columbia River Crossing? A razor-thin Senate election last November |newspaper=The Oregonian |date=July 2, 2013 |url=https://www.oregonlive.com/mapes/index.ssf/2013/07/what_killed_the_columbia_river.html |access-date=July 2, 2013 |archive-url=https://web.archive.org/web/20181118095507/https://www.oregonlive.com/mapes/index.ssf/2013/07/what_killed_the_columbia_river.html |archive-date=November 18, 2018}}</ref> The states terminated the project in March 2014.<ref>{{cite report |author=[[Oregon Secretary of State]], Oregon Audits Division |date=February 2019 |title=The Columbia River Crossing Project Failure Provides Valuable Lessons for Future Bi-State Infrastructure Efforts |url=https://sos.oregon.gov/audits/Documents/2019-07.pdf |publisher=[[Oregon|State of Oregon]] |page=2 |access-date=March 15, 2019 |archive-date=May 23, 2019 |archive-url=https://web.archive.org/web/20190523145133/https://sos.oregon.gov/audits/Documents/2019-07.pdf |url-status=live }}</ref>

A light rail extension into Clark County remains part of Metro's 2018 Regional Transportation Plan for 2040. The plan assumes a cost of $4.1&nbsp;billion for the entire project, of which $3.1&nbsp;billion would be used to replace the Interstate Bridge, $80&nbsp;million to build a second bridge connecting Hayden Island to Portland Expo Center, and $850&nbsp;million for the remainder of the extension.<ref>{{cite report |title=Public Review Draft, 2018 Regional Transportation Plan, Chapter 6: Regional Programs and Projects to Achieve Our Vision |url=https://www.oregonmetro.gov/sites/default/files/2018/06/29/RTP_Ch6_Investment_Prioritiespublicreview.pdf |pages=15, 19 |date=June 29, 2018 |publisher=Metro |access-date=April 23, 2019 |archive-date=April 23, 2019 |archive-url=https://web.archive.org/web/20190423163603/https://www.oregonmetro.gov/sites/default/files/2018/06/29/RTP_Ch6_Investment_Prioritiespublicreview.pdf |url-status=live }}</ref> The [[Southwest Washington]] Regional Transportation Council also includes the light rail corridor in their own 2040 plan.<ref>{{cite map |url=https://www.rtc.wa.gov/reports/rtp/Rtp2019ClarkSystemMapE.pdf |title=Regional Transportation System, Clark County, Washington |publisher=Southwest Washington Regional Transportation Council |date=March 2019 |access-date=April 23, 2019 |archive-date=April 23, 2019 |archive-url=https://web.archive.org/web/20190423163558/https://www.rtc.wa.gov/reports/rtp/Rtp2019ClarkSystemMapE.pdf |url-status=live }}</ref>

==Route==
{{See also|Portland Transit Mall}}
[[File:Yellow Line train passing Fred Meyer at Interstate & Lombard (2015).jpg|thumb|right|alt=A train running along the street median with Fred Meyer supermarket in the background|MAX near the intersection of Interstate Avenue and Lombard Street]]

The Yellow Line serves the {{convert|5.8|mi|km|1|adj=mid|-long}} Interstate MAX segment.{{efn|name=length}} It begins at Expo Center station, which occupies the east end of the Portland Expo Center parking lot. From there, the line heads south following Expo Road.<ref>{{cite web |url=https://trimet.org/ride/stop.html?stop_id=11498 |title=Stop ID 11498 – Expo Center MAX Station |publisher=TriMet |access-date=December 3, 2018 |archive-date=December 4, 2018 |archive-url=https://web.archive.org/web/20181204102010/https://trimet.org/ride/stop.html?stop_id=11498 |url-status=live }}</ref> At [[Delta Park/Vanport station]], it become elevated as part of a {{convert|3850|ft|m|adj=mid|-long}} viaduct,<ref name="longest-spans"/> which crosses over Victory Boulevard, Interstate Avenue, the [[Columbia Slough]], and Columbia Boulevard and ends at a [[level crossing]] on Argyle Street.<ref>{{cite web |url=https://trimet.org/ride/stop.html?stop_id=11499 |title=Stop ID 11499 – Delta Park/Vanport MAX Station |publisher=TriMet |access-date=December 3, 2018 |archive-date=December 4, 2018 |archive-url=https://web.archive.org/web/20181204102026/https://trimet.org/ride/stop.html?stop_id=11499 |url-status=live }}</ref><ref name="Argyle-crossing">{{Google maps|url=https://www.google.com/maps/@45.5845547,-122.6867198,3a,75y,273.22h,90t/data=!3m7!1e1!3m5!1stWmqXe677Es4pxm7-083rg!2e0!6s%2F%2Fgeo2.ggpht.com%2Fcbk%3Fpanoid%3DtWmqXe677Es4pxm7-083rg%26output%3Dthumbnail%26cb_client%3Dsearch.TACTILE.gps%26thumb%3D2%26w%3D96%26h%3D64%26yaw%3D273.2195%26pitch%3D0%26thumbfov%3D100!7i13312!8i6656 |title=Interstate MAX at-grade crossing at North Argyle Street |access-date=May 23, 2019}}</ref> Just south of [[Kenton/North Denver Avenue station]], the tracks enter the median of Interstate Avenue and proceed south towards [[Rose Quarter Transit Center|Interstate/Rose Quarter station]] at the Rose Quarter. The Interstate MAX ends where it connects with the Eastside MAX segment near the east end of the Steel Bridge. Yellow Line trains continue west across the Willamette River and into downtown Portland via the Glisan Street ramp.<ref>{{cite web |url=https://trimet.org/ride/stop.html?stop_id=11507 |title=Stop ID 11507 – Interstate/Rose Quarter MAX Station |publisher=TriMet |access-date=December 3, 2018 |archive-date=December 4, 2018 |archive-url=https://web.archive.org/web/20181204102036/https://trimet.org/ride/stop.html?stop_id=11507 |url-status=live }}</ref> A [[wye (rail)|wye]] just south of [[Portland Union Station|Union Station]] splits the double-tracks to establish the northern end of the Portland Transit Mall on 5th and 6th avenues.<ref>{{cite web |url=https://trimet.org/ride/stop.html?stop_id=7601 |title=Stop ID 7601 – Union Station/NW 5th & Glisan MAX Stn |publisher=TriMet |access-date=December 3, 2018 |archive-date=December 4, 2018 |archive-url=https://web.archive.org/web/20181204102025/https://trimet.org/ride/stop.html?stop_id=7601 |url-status=live }}</ref>

On the Portland Transit Mall, southbound Yellow Line trains operate through into the Orange Line bound for Milwaukie at [[Union Station (TriMet)|Union Station/Northwest 5th & Glisan station]] on 5th Avenue. Conversely, Yellow Line trains serve the northbound 6th Avenue segment as through-routed continuations of the Orange Line from PSU South/Southwest 6th and College station alongside [[MAX Green Line|Green Line]] trains.<ref>{{cite news |last=Lum |first=Brian |title=You asked: How will the MAX Orange Line work in downtown Portland? |date=June 19, 2015 |publisher=TriMet |url=http://howweroll.trimet.org/2015/06/19/you-asked-how-will-max-orange-line-work-in-downtown-portland/ |archive-url=https://web.archive.org/web/20170714045532/http://howweroll.trimet.org/2015/06/19/you-asked-how-will-max-orange-line-work-in-downtown-portland/ |archive-date=July 14, 2017 |access-date=December 3, 2018}}</ref> Near PSU Urban Center/Southwest 6th & Montgomery station, MAX tracks cross with the [[Portland Streetcar]], which serves a stop on Mill Street. Between the [[Pioneer Courthouse]] and [[Pioneer Courthouse Square]] at [[Pioneer Courthouse/Southwest 6th and Pioneer Place/Southwest 5th stations|Pioneer Courthouse/Southwest 6th station]], the 6th Avenue MAX line intersects with east–west MAX lines on Yamhill and Morrison streets, facilitating a transfer to the [[Pioneer Square stations (TriMet)|Pioneer Square South and Pioneer Square North stations]]. The line continues northward, entering Northwest Portland after passing [[Burnside Street]], eventually reaching the north end of the transit mall at Union Station/Northwest 6th and Hoyt station.<ref name="Transit Mall map">{{cite map |url=https://trimet.org/maps/pdf/citycenter.pdf |title=Portland City Center and Transit Mall |publisher=TriMet |access-date=July 30, 2018 |archive-url=https://web.archive.org/web/20200702181251/https://trimet.org/maps/pdf/citycenter.pdf |archive-date=July 2, 2020}}</ref>

From its opening in 2004 until 2009, the Yellow Line followed the Eastside MAX alignment from the east end of the Steel Bridge to the 11th Avenue tracks in downtown Portland, serving the stations from {{stn|Old Town/Chinatown}} to Library and Galleria alongside Blue and Red line trains.<ref>{{cite web |url=http://trimet.org/schedules/maps/maxsystem.htm |url-status=dead|title=TriMet: MAX Light Rail System Map |access-date=March 1, 2008 |publisher=TriMet |archive-url=https://web.archive.org/web/20080301124917/http://trimet.org/schedules/maps/maxsystem.htm |archive-date=March 1, 2008}}</ref> It was rerouted to the Portland Transit Mall in August 2009 after the addition of light rail to 5th and 6th avenues.<ref name="tribune2009-0828"/>

{{maplink|frame=yes|frame-align=center|frame-width=900|frame-height=450|frame-lat=45.520|frame-long=-122.708|zoom=11|type=line|raw={{Wikipedia:Map data/Wikipedia KML/MAX Light Rail/Yellow Line}}|text=A geographic map of the MAX Yellow Line (in red) relative to the rest of the network (in black) with icons marking the line's termini. The official system schematic can be viewed on the TriMet website.}}

===Stations===
{{Further|topic=the stations, including TriMet bus connections|List of MAX Light Rail stations}}

The Interstate MAX segment consists of ten stations from Expo Center to Interstate/Rose Quarter. Of these stations, seven occupy the median of Interstate Avenue, which gives the segment its name. The Yellow Line is the only service that operates along the Interstate MAX. It also serves seven stations in downtown Portland along the northbound segment of the Portland Transit Mall on 6th Avenue, and these are shared with the Green Line. Transfers to the Orange Line, which runs southbound from Union Station in downtown Portland to [[Southeast Park Avenue station]] in [[Oak Grove, Oregon|Oak Grove]], can be made at any of the seven stations along the transit mall's 5th Avenue alignment, although most southbound Yellow Line trains operate through into the Orange Line.<ref name="max-yellow-line-factsheet-2016"/>

Riders may transfer to the Blue and Red lines by detraining at Pioneer Courthouse/Southwest 6th station and boarding at the Pioneer Square stations, and to the Blue, Green, and Red lines by detraining at Interstate/Rose Quarter station and boarding at Rose Quarter Transit Center.<ref name="max-yellow-line-factsheet-2016"/> Other connections include [[Amtrak]] near Union Station/Northwest 6th & Hoyt station,<ref name="Transit Mall map"/> the Portland Streetcar at PSU Urban Center/Southwest 6th & Montgomery station,<ref>{{cite web |url=https://portlandstreetcar.org/schedules |title=Maps + Schedules |publisher=Portland Streetcar |access-date=October 11, 2018 |archive-url=https://web.archive.org/web/20190210194359/https://portlandstreetcar.org/schedules |archive-date=February 10, 2019}}</ref> [[Frequent Express]] (FX) along the Portland Transit Mall,<ref>{{cite web |url=https://trimet.org/betterbus/servicechanges-fy23.htm#mall |title=2022–23 Transit Service Improvements, Transit Mall |publisher=TriMet |access-date=September 16, 2022 |archive-date=September 20, 2022 |archive-url=https://web.archive.org/web/20220920163501/https://trimet.org/betterbus/servicechanges-fy23.htm#mall |url-status=live }}</ref> and local and [[intercity bus service]]s at several stops across the line.<ref name="Transit Mall map"/>

{| class="wikitable"
|+ Key
|-
! scope="col" | Icon
! scope="col" | Purpose
|-
| scope="row" style="background-color:#ddffdd" | {{dagger|alt=terminus}}
| [[Train station#Terminus|Terminus]]
|-
| scope="row" style="background-color:#FFE6BD" | {{up-arrow|alt=Northbound only}}
| Northbound travel only{{efn|name=transitmall|Most Yellow Line trains on the [[Portland Transit Mall]] travel northbound only. Most southbound trains [[Through train|operate through]] into the [[MAX Orange Line (TriMet)|Orange Line]] bound for {{stn|Southeast Park Avenue}} in [[Milwaukie, Oregon|Milwaukie]] at [[Union Station (TriMet)|Union Station/Northwest 5th & Hoyt]].<ref name="MAX system map">{{cite map |url=https://trimet.org/maps/pdf/railsystem.pdf |title=Rail System Map with transfers |publisher=TriMet |access-date=July 25, 2018 |archive-url=https://web.archive.org/web/20200328191133/https://trimet.org/maps/pdf/railsystem.pdf |archive-date=March 28, 2020}}</ref>}}
|}

{| class="wikitable sortable plainrowheaders"
|+ List of MAX Yellow Line stations
|-
! scope="col" | Station
! scope="col" | Location
! scope="col" data-sort-type="usLongDate" | Began service
! scope="col" class="unsortable" | Line transfers<ref name="MAX system map"/>
! scope="col" class="unsortable" | Notes<ref name="Transit Mall map"/><ref name="MAX system map"/><ref>{{cite web |url=https://www.c-tran.com/routes/105-i-5-express |title=#105 I-5 Express |publisher=[[C-Tran (Washington)|C-Tran]] |access-date=September 16, 2022 |archive-date=January 28, 2018 |archive-url=https://web.archive.org/web/20180128144707/https://www.c-tran.com/routes/105-i-5-express |url-status=live }}</ref>{{efn|name=connections|This list of service connections excludes TriMet's local bus routes. For a complete list that includes all transfers, see: [[List of MAX Light Rail stations]].}}
|-
| scope="row" style="background-color:#ddffdd" | {{stn|Expo Center}}{{dagger|alt=terminus}}
| rowspan="10" align="center" | [[North Portland, Oregon|North<br />Portland]]
| rowspan="10" align="center" | {{dts|2004|05|01}}
| —
| —
|-
| scope="row" | {{stn|Delta Park/Vanport}}
| —
| Connects to [[C-Tran (Washington)|C-Tran]]
|-
| scope="row" | {{stn|Kenton/N Denver Ave}}
| —
| —
|-
| scope="row" | [[N Lombard Transit Center]]
| —
| —
|-
| scope="row" | [[Rosa Parks station (TriMet)|Rosa Parks]]
| —
| —
|-
| scope="row" | {{stn|N Killingsworth St}}
| —
| —
|-
| scope="row" | {{stn|N Prescott St}}
| —
| —
|-
| scope="row" | {{stn|Overlook Park}}
| —
| —
|-
| scope="row" | {{stn|Albina/Mississippi}}
| —
| —
|-
| scope="row" | [[Rose Quarter Transit Center|Interstate/Rose Quarter]]
| {{ric|size=18px|TriMet|Blue}}&nbsp;{{ric|size=18px|TriMet|Green}}&nbsp;{{ric|size=18px|TriMet|Red}}
| Connects to [[C-Tran (Washington)|C-Tran]]
|-
| scope="row" style="background-color:#FFE6BD" | [[Union Station (TriMet)|Union Station/NW 6th & Hoyt]]{{up-arrow|alt=Northbound only}}
| rowspan="7" align="center" | [[Portland Transit Mall|Portland<br />Transit<br />Mall]]
| rowspan="6" align="center" | {{dts|2009|08|31}}
| {{ric|size=18px|TriMet|Green}}&nbsp;{{ric|size=18px|TriMet|Orange}}
| Connects to [[Amtrak]], [[Frequent Express|FX]], [[Greyhound Lines|Greyhound]], [[Oregon POINT|POINT]], [[Tillamook County Transportation District|TCTD]]
|-
| scope="row" style="background-color:#FFE6BD" | [[NW 6th & Davis and NW 5th & Couch stations|NW 6th & Davis]]{{up-arrow|alt=Northbound only}}
| {{ric|size=18px|TriMet|Green}}&nbsp;{{ric|size=18px|TriMet|Orange}}
| Connects to [[C-Tran (Washington)|C-Tran]], [[Frequent Express|FX]]
|-
| scope="row" style="background-color:#FFE6BD" | [[SW 6th & Pine and SW 5th & Oak stations|SW 6th & Pine]]{{up-arrow|alt=Northbound only}}
| {{ric|size=18px|TriMet|Green}}&nbsp;{{ric|size=18px|TriMet|Orange}}
| Connects to [[C-Tran (Washington)|C-Tran]], [[Frequent Express|FX]]
|-
| scope="row" style="background-color:#FFE6BD" | [[Pioneer Courthouse/SW 6th and Pioneer Place/SW 5th stations|Pioneer Courthouse/SW 6th]]{{up-arrow|alt=Northbound only}}
| {{ric|size=18px|TriMet|Blue}}&nbsp;{{ric|size=18px|TriMet|Green}}&nbsp;{{ric|size=18px|TriMet|Orange}}&nbsp;{{ric|size=18px|TriMet|Red}}
| Connects to [[C-Tran (Washington)|C-Tran]], [[Frequent Express|FX]]
|-
| scope="row" style="background-color:#FFE6BD" | [[SW 6th & Madison and City Hall/SW 5th & Jefferson stations|SW 6th & Madison]]{{up-arrow|alt=Northbound only}}
| {{ric|size=18px|TriMet|Green}}&nbsp;{{ric|size=18px|TriMet|Orange}}
| Connects to [[C-Tran (Washington)|C-Tran]], [[Frequent Express|FX]]
|-
| scope="row" style="background-color:#FFE6BD" | [[PSU Urban Center stations|PSU Urban Center/SW 6th & Montgomery]]{{up-arrow|alt=Northbound only}}
| {{ric|size=18px|TriMet|Green}}&nbsp;{{ric|size=18px|TriMet|Orange}}
| Connects to [[C-Tran (Washington)|C-Tran]], [[Frequent Express|FX]], [[Portland Streetcar]]
|-
| scope="row" style="background-color:#ddffdd" | [[PSU South stations|PSU South/SW 6th and College]]{{dagger|alt=terminus}}{{up-arrow|alt=Northbound only}}
| align="center" | {{dts|2012|09|02}}
| {{ric|size=18px|TriMet|Green}}&nbsp;{{ric|size=18px|TriMet|Orange}}
| Connects to [[C-Tran (Washington)|C-Tran]], [[Frequent Express|FX]]<br />Most trains [[Through train|through operate]] from the [[MAX Orange Line (TriMet)|Orange Line]]
|}

{{Gallery
| title        = Images of MAX Yellow Line stations
| align        = center
| footer       =
| style        =
| state        =
| height       =
| width        =
| captionstyle =
| File:Expo Center MAX Station 8243660548.jpg
 | Expo Center station, the Yellow Line's northern terminus
 | alt1=The side platform and an island platform of Expo Center station with two trains waiting
| File:Northbound platform of North Killingsworth Street MAX station, July 2023.jpg
 | North Killingsworth Street station
 | alt2=The side platform of North Killingsworth station, facing south
| File:PSU South - 6th & College MAX station, in Portland, Oregon.jpg
 | PSU South/Southwest 6th & College station, where most northbound Orange Line trains switch to Yellow Line service
 | alt3=A train approaching the platform of PSU South/SW 6th & College station
}}

==Service==

TriMet designates the Yellow Line as a "Frequent Service" route.<ref>{{cite web |url=https://trimet.org/schedules/frequentservice.htm |title=Frequent Service |publisher=TriMet |access-date=August 6, 2018 |archive-date=January 9, 2019 |archive-url=https://web.archive.org/web/20190109065214/https://trimet.org/schedules/frequentservice.htm}}</ref> Yellow Line trains operate from 4:15&nbsp;am to 1:00&nbsp;am the next day on weekdays and 4:15&nbsp;am to 12:45&nbsp;am on weekends. Service runs every 30 minutes in the early morning and late evening hours and every 15 minutes during most of the day. End-to-end travel from Expo Center station to the PSU Souths station takes 35 minutes. At Union Station, Yellow Line trains become Orange Line trains and continue on to [[Southeast Park Avenue station]] in Milwaukie. Some evening trains also turn into Blue Line and Green Line trains.<ref>MAX Yellow Line schedules:
* For weekday, to Portland City Center and PSU: {{cite web |url=https://trimet.org/schedules/w/t1190_1.pdf |title=MAX Yellow Line, Weekday To Portland City Center and PSU |publisher=TriMet |access-date=May 23, 2019 |archive-date=May 23, 2019 |archive-url=https://web.archive.org/web/20190523185730/https://trimet.org/schedules/w/t1190_1.pdf |url-status=live }}
* For weekday, to Expo Center: {{cite web |url=https://trimet.org/schedules/w/t1190_0.pdf |title=MAX Yellow Line, Weekday To Expo Center |publisher=TriMet |access-date=May 23, 2019 |archive-date=May 23, 2019 |archive-url=https://web.archive.org/web/20190523185729/https://trimet.org/schedules/w/t1190_0.pdf |url-status=live }}
* For Saturday, to Portland City Center and PSU: {{cite web |url=https://trimet.org/schedules/s/t1190_1.pdf |title=MAX Yellow Line, Saturday To Portland City Center and PSU |publisher=TriMet |access-date=May 23, 2019 |archive-date=May 23, 2019 |archive-url=https://web.archive.org/web/20190523185731/https://trimet.org/schedules/s/t1190_1.pdf |url-status=live }}
* For Saturday, to Expo Center: {{cite web |url=https://trimet.org/schedules/s/t1190_0.pdf |title=MAX Yellow Line, Saturday To Expo Center |publisher=TriMet |access-date=May 23, 2019 |archive-date=May 23, 2019 |archive-url=https://web.archive.org/web/20190523185730/https://trimet.org/schedules/s/t1190_0.pdf |url-status=live }}
* For Sunday, to Portland City Center and PSU: {{cite web |url=https://trimet.org/schedules/h/t1190_1.pdf |title=MAX Yellow Line, Sunday To Portland City Center and PSU |publisher=TriMet |access-date=May 23, 2019 |archive-date=May 23, 2019 |archive-url=https://web.archive.org/web/20190523185732/https://trimet.org/schedules/h/t1190_1.pdf |url-status=live }}
* For Sunday, to Expo Center: {{cite web |url=https://trimet.org/schedules/h/t1190_0.pdf |title=MAX Yellow Line, Sunday To Expo Center |publisher=TriMet |access-date=May 23, 2019 |archive-date=May 23, 2019 |archive-url=https://web.archive.org/web/20190523185730/https://trimet.org/schedules/h/t1190_0.pdf |url-status=live }}</ref>

On August 25, 2024, TriMet began operating route 293–Yellow Bus to replace late-night MAX services and to expand the length of time available for routine overnight maintenance of MAX trains.<ref name="oreg-2024aug26">{{cite news |last1=Kish |first1=Matthew |title=TriMet announces sweeping changes to light rail, bus service |url=https://www.oregonlive.com/commuting/2024/08/trimet-announces-sweeping-changes-to-light-rail-bus-service.html |access-date=November 2, 2024 |work=The Oregonian |date=August 26, 2024}}</ref><ref>{{cite web |url=https://trimet.org/betterbus/servicechanges-fy25august.htm |title=August ’24 Transit Service Changes |publisher=TriMet |access-date=August 28, 2024 |archive-date=August 28, 2024 |archive-url=https://web.archive.org/web/20240828154041/https://trimet.org/betterbus/servicechanges-fy25august.htm |url-status=live }}</ref> Route 293 generally follows the length of the Yellow Line, from Expo Center station to PSU South station, with one service each way.<ref>{{cite web |url=https://trimet.org/schedules/r293.htm |title=293–Yellow Bus |publisher=TriMet |access-date=November 25, 2024 |archive-date=August 27, 2024 |archive-url=https://web.archive.org/web/20240827050827/https://trimet.org/schedules/r293.htm |url-status=live }}</ref>

===Ridership===

The Yellow Line is the fourth-busiest MAX service, averaging 12,960 riders on weekdays in September 2019,<ref name="sep-2019-report"/> down from 13,170 for the same month in 2018.<ref name="September 2018 ridership">{{cite web |title=September 2018 Monthly Performance Report |date=October 17, 2018 |url=https://trimet.org/about/pdf/2018/2018-09.pdf |publisher=[[TriMet]] |access-date=February 21, 2019 |archive-url=https://web.archive.org/web/20190222055135/https://trimet.org/about/pdf/2018/2018-09.pdf |archive-date=February 22, 2019}}</ref> Ridership projections in 2003, several months before the line's opening, expected 13,900 passengers per day during the line's first few years, growing to 20,000 daily passengers by 2020.<ref name="open-early"/> For the 2015 fiscal year, the Yellow Line recorded 4.9&nbsp;million total boardings, down from 5.4&nbsp;million recorded in 2012.<ref name="max-yellow-line-factsheet-2016"/><ref name="max-yellow-line-factsheet-2012">{{cite web |url=https://trimet.org/pdfs/history/railfactsheet-interstate.pdf |title=Interstate MAX: Yellow Line (2012) |publisher=TriMet |date=August 2012 |access-date=March 15, 2019 |archive-url=https://web.archive.org/web/20180315133704/https://trimet.org/pdfs/history/railfactsheet-interstate.pdf |archive-date=March 15, 2018}}</ref> The drop in ridership, experienced systemwide, is attributed to crime and to lower-income riders being forced out of the inner city by rising housing prices.<ref name="Safe">{{cite news |last=Keizur |first=Christopher |title=Safe travels? |work=Portland Tribune |url=https://portlandtribune.com/go/42-news/362854-242841-safe-travels |date=June 12, 2017 |archive-url=https://web.archive.org/web/20180804050017/https://portlandtribune.com/go/42-news/362854-242841-safe-travels |archive-date=August 4, 2018 |access-date=August 3, 2018}}</ref><ref>{{cite web |last=Zielinski |first=Alex |title=You Know Portland's Transportation Woes Have Reached a Breaking Point When... |work=[[Portland Mercury]] |url=https://www.portlandmercury.com/blogtown/2018/05/18/19925551/you-know-portlands-transportation-woes-have-reached-a-breaking-point-when |date=May 18, 2018 |archive-url=https://web.archive.org/web/20180804045911/https://www.portlandmercury.com/blogtown/2018/05/18/19925551/you-know-portlands-transportation-woes-have-reached-a-breaking-point-when |archive-date=August 4, 2018 |access-date=August 3, 2018}}</ref>

==Impact of urban renewal==
{{see also|Albina, Portland, Oregon}}

The presence of the Interstate MAX and its accompanying ICURA plan has been partly blamed for [[gentrification|gentrifying]] historically [[African Americans|black]] Portland neighborhoods.<ref>{{cite news |last=Njus |first=Elliot |title=Excess land from MAX construction could become affordable housing |newspaper=The Oregonian |date=October 29, 2018 |url=https://www.oregonlive.com/business/2018/10/excess_land_from_max_construct.html |access-date=August 11, 2020 |archive-url=https://web.archive.org/web/20200811180443/https://www.oregonlive.com/business/2018/10/excess_land_from_max_construct.html |archive-date=August 11, 2020}}</ref><ref>{{cite report |last1=Zuk |first1=Miriam |last2=Carlton |first2=Ian |title=Equitable Transit Oriented Development: Examining the progress and continued challenges of developing affordable housing in opportunity and transit-rich neighborhoods |publisher=Poverty & Race Research Action Council |date=March 2015 |pages=17–22 |url=https://prrac.org/pdf/EquitableTOD.pdf |access-date=August 11, 2020 |archive-url=https://web.archive.org/web/20191223193501/https://www.prrac.org/pdf/EquitableTOD.pdf |archive-date=December 23, 2019}}</ref><ref>{{cite news |last=Morrison |first=Erica |title=Nonprofit Plans To Bring African-American Families Back To North Portland |publisher=[[Oregon Public Broadcasting]] |date=April 17, 2018 |url=https://www.opb.org/news/article/portland-african-american-neighborhood-nonprofit-homes/ |access-date=August 11, 2020 |archive-url=https://web.archive.org/web/20200620105523/https://www.opb.org/news/article/portland-african-american-neighborhood-nonprofit-homes/ |archive-date=June 20, 2020}}</ref> In an analysis conducted by ''[[The Oregonian]]'' on the [[2010 United States Census]], approximately 10,000 [[people of color]] have left Portland's Central City between 2000 and 2010. Of this number, 8,400 had lived in inner North and Northeast Portland neighborhoods. According to another report by the Portland Housing Bureau, neighborhoods around Interstate Avenue and Martin Luther King Jr. Boulevard were the only areas in Portland that experienced double-digit percentage declines in minority population from 2000 to 2013.<ref name="housing-goals">{{cite news |last=Theen |first=Andrew |title=Portland falls behind housing goals in North, Northeast |newspaper=The Oregonian |date=September 30, 2015 |page=A6 }}</ref> During the same period, the Interstate Corridor gained more than 13,000 new white and non-Hispanic residents.<ref>{{cite news |url=https://www.oregonlive.com/portland/2015/12/portland_will_spend_millions_o.html |last=Theen |first=Andrew |title=Portland will spend millions on N/NE housing efforts |newspaper=The Oregonian |date=December 23, 2015 |access-date=April 29, 2020 |archive-url=https://web.archive.org/web/20200429182316/https://www.oregonlive.com/portland/2015/12/portland_will_spend_millions_o.html |archive-date=April 29, 2020}}</ref>

The 2000-adopted ICURA plan had outlined policies to prevent the displacement of existing residents—such as ensuring that [[affordable housing]] would be top priority—that the [[Portland Development Commission]] (PDC) later eliminated. Amid mounting pressure from the community, the PDC began setting aside 30&nbsp;percent of the urban renewal funds for affordable housing in 2006.<ref name="lessons-learned"/> The PDC amended the ICURA plan in July 2011, expanding its boundaries to {{convert|3990|acre|ha}} and 17 neighborhoods.<ref>{{cite report |url=https://prosperportland.us/wp-content/uploads/2016/07/Interstate-Corridor-Expansion-Exhibit-B-Amended-and-Restated-Interstate-Corridor-Plan.pdf |title=Interstate Corridor Urban Renewal Plan (Amended) |publisher=Portland Development Commission |date=July 27, 2011 |access-date=April 29, 2020 |archive-date=October 31, 2019 |archive-url=https://web.archive.org/web/20191031201910/https://prosperportland.us/wp-content/uploads/2016/07/Interstate-Corridor-Expansion-Exhibit-B-Amended-and-Restated-Interstate-Corridor-Plan.pdf |url-status=live }}</ref>{{rp|15}} In 2016, the city allocated a budget of $52&nbsp;million to help pay for housing projects within the urban renewal area and devised a housing plan referred to as the "preference policy", which offered a way for affected residents to stay or return to their neighborhoods.<ref>{{cite news |last=Schmidt |first=Brad |title=N. Portland condos fail to generate excitement Development is part of a "preference policy" aimed at making up for urban renewal missteps in the past |newspaper=The Oregonian |date=November 19, 2016 }}</ref><ref>{{cite news |last=Friedman |first=Gordon |title=City mulls $67&nbsp;million for displaced Displaced after dedicating $52&nbsp;million, Portland eyes pumping more cash into program |newspaper=The Oregonian |date=July 21, 2018 }}</ref>

==Explanatory notes==
{{Portal|Oregon|Trains}}
{{notelist}}

==References==
{{reflist}}

==External links==
{{Commons category|MAX Yellow Line}}
* {{Cite web|url=https://trimet.org/schedules/maxyellowline.htm|title=MAX Yellow Line|publisher=[[TriMet]]}}
* {{Cite web|url=https://prosperportland.us/portfolio-items/interstate-corridor/|title=Interstate Corridor Urban Renewal Area|publisher=[[Prosper Portland]]}}

{{Portland Transit}}
{{featured article}}

[[Category:MAX Yellow Line (TriMet)| ]]
[[Category:2004 establishments in Oregon]]
[[Category:MAX Light Rail|Yellow Line]]
[[Category:Rail lines in Oregon]]
[[Category:Railway lines opened in 2004]]