MAX Yellow Line

{{About-distinguish-text|the light rail line in Portland, Oregon|MAX Yellow in Calgary}}

{{Requested move notice|1=MAX Yellow Line (TriMet)|2=Talk:MAX Orange Line#Requested move 21 May 2025}}

{{Infobox rail line

| name = MAX Yellow Line

| other_name = Interstate MAX{{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}}

| 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 =

| locale = Portland, Oregon, U.S.

| start = {{stl|TriMet|Expo Center}} (north)

| end = PSU South in downtown Portland (south)

| stations = 17

| website = [https://trimet.org/schedules/maxyellowline.htm MAX Yellow Line]

| routes =

| daily_ridership = 12,960 (Weekday, {{dts|2019|09}}){{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 }}

| open = {{Start date|2004|05|01}}

| close =

| owner = TriMet

| operator = TriMet

| character = At-grade and 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.}}

| 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, Portland City Center, and Portland State University (PSU). The line serves 17 stations; it runs north–south from Expo Center station to PSU South/Southwest 6th and College station, interlining with the Green and Orange lines within the Portland Transit Mall. Service runs for 21 hours per day with headways 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 and Clark County, Washington called the MAX Light Rail#South/North plan, Portland business leaders and residents convinced TriMet to revive a portion of the project within North Portland along the median of 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 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 service of the 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/Northwest 5th & Glisan station.

History

=Early proposals=

File:FREEWAY (ROUTE I-5) RUNS DIRECTLY THROUGH THIS ESTABLISHED RESIDENTIAL AREA OF NORTHEAST PORTLAND - NARA - 548092.jpg

Proposals for a light rail line through 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, in 1985 examined the feasibility of a line alongside 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".{{cite news |author= |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 }} A different report completed in 1986, however, noted that light rail along the corridor would be "promising".{{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 }} In 1988, Portland city planners proposed a northside rail service as part of Portland's Central City and Albina Community plans;{{cite news |last=Oliver |first=Gordon |title=Economic planning outlined |newspaper=The Oregonian |date=July 12, 1988 |page=B6 }}{{cite news |last=Pickett |first=Nelson |title=Planning commission looks at Albina Community Plan |newspaper=The Oregonian |date=February 25, 1992 |page=B2 }} they sought to extend the region's then-two-year-old light rail system, the Metropolitan Area Express (MAX), via Interstate Avenue, I-5, or Martin Luther King Jr. Boulevard (formerly Union Avenue).{{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 }} While serving on the Senate Committee on Appropriations, U.S. Senators Mark Hatfield of Oregon and Brock Adams of Washington combined this proposal with a greater Vancouver–Portland–Oregon City light rail plan that Metro separately developed, for which the committee appropriated $2 million to study in 1989.{{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 }}

Preliminary alignment studies north to Vancouver and Clark County, including an additional proposal for a line between Vancouver Mall and Clackamas Town Center along I-205, commenced shortly after.{{cite news |last=Stewart |first=Bill |title=Clark County light-rail plans chugging along; more than $1 million will be spent on studies on both sides of the river |newspaper=The Oregonian |date=September 24, 1989 |page=C2 }} Metro's Joint Policy Advisory Committee on Transportation (JPACT) identified a {{convert|25|mi|km|0|adj=on}} route from Hazel Dell through downtown Portland to Clackamas Town Center in 1994 that TriMet formally named the "MAX Light Rail#South/North plan".{{cite news |last=Maves |first=Norm Jr. |title=25-mile route encompasses hundreds of steps |newspaper=The Oregonian |date=October 27, 1994 |page=1 }}{{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}}{{rp|80}} That November, Metro asked Portland area voters if they would approve a $475 million bond measure to cover Oregon's portion of the project's estimated $2.8 billion cost; the measure passed by 63 percent.{{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 }} Across the river, Clark County officials proposed a 0.3 percent increase in sales and vehicle excise taxes to provide Washington's $237.5 million share;{{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}} voters turned it down by 69 percent on February 7, 1995.{{cite news |last=Oliver |first=Gordon |title=Clark County turns down north–south light rail |newspaper=The Oregonian |date=February 8, 1995 |page=1 }}{{cite news |last=Oliver |first=Gordon |title=Light-rail rejection stirs doubt on project |newspaper=The Oregonian |date=February 9, 1995 |page=C1 }}

Amid fears that ridership would not justify a North Portland segment if Clark County were excluded,{{cite news |last1=Spicer |first1=Osker |last2=Nkrumah |first2=Wade |title=Left Behind? |newspaper=The Oregonian |date=March 2, 1995 |page=D2 }} JPACT scaled back the project and released a second plan that would only build the line between the Rose Quarter and Clackamas Town Center.{{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 }} To fill the funding gap that resulted from the exclusion of Clark County, the Oregon House of Representatives passed a $750 million transportation package that included $375 million for the project.{{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 }} The Oregon Supreme Court promptly struck down this funding due to the inclusion of unrelated measures, which violated the state's constitution.{{cite news |author= |title=Some light-rail history |newspaper=The Oregonian |date=October 7, 1996 |page=A8 }}{{cite news |last=Spicer |first=Osker |title=Light-rail expansion would be good for areas |newspaper=The Oregonian |date=January 31, 1996 |page=C2 }} 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.{{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 }} 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,{{cite news |last=Oliver |first=Gordon |title=South–North light-rail issue keeps on going |newspaper=The Oregonian |date=February 12, 1997 |page=A1 }} 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.{{cite news |last=Oliver |first=Gordon |title=Returning to light rail |newspaper=The Oregonian |date=February 12, 1997 |page=A20 }} A few months later, the Portland City Council extended this proposed alignment through North Portland so that it would terminate another mile north of Lombard Street in Kenton.{{cite news |last=Stewart |first=Bill |title=Portland officially maps a South–North rail line |newspaper=The Oregonian |date=June 19, 1998 |page=B3 }} That July, Metro advanced the final 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.{{cite news |last=Oliver |first=Gordon |title=Metro votes advance South–North light rail |newspaper=The Oregonian |date=July 24, 1998 |page=D6 }} 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 million bond measure.{{cite news |last=Oliver |first=Gordon |title=Tri-Met will put rail plan on ballot |newspaper=The Oregonian |date=August 6, 1998 |page=B1 }} Portland area residents cast their vote on November 3, 1998, and those against the measure narrowly defeated it, 52 percent to 48 percent.{{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 }}

=Revival and construction=

File:MAX Yellow Line viaduct north of Argyle St with southbound train (2004).jpg

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 percent of Multnomah County voters had wanted light rail.{{cite news |last=Oliver |first=Gordon |title=New light-rail plan rises from the ashes |newspaper=The Oregonian |date=March 16, 1999 |page=1 }}{{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 }} 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.{{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 }} 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,{{rp|83}} and did not require any new taxes.{{cite news |last=Oliver |first=Gordon |title=Light-rail proponents take heart in poll results |newspaper=The Oregonian |date=June 5, 1999 |page=B3 }} The city council subsequently endorsed the proposal.{{cite news |last=Oliver |first=Gordon |title=Council revives Interstate Avenue MAX line plan |newspaper=The Oregonian |date=June 17, 1999 |page=B3 }}

TriMet projected the cost of the Interstate MAX at $350 million.{{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 }} 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.{{cite news |last=Stewart |first=Bill |title=Interstate MAX on track but not final |newspaper=The Oregonian |date=August 26, 1999 |page=D2 }}{{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 }}{{rp|24}} This covered an expansive {{convert|3744|acre|ha|adj=on}} area within 10 neighborhoods and directed $30 million in tax increment funds towards the project.{{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}} That same year, TriMet and the city completed funding the Airport MAX and Central City Streetcar projects without requesting any federal assistance; TriMet declared them part of the Interstate MAX project, providing $257.5 million in matching federal funds that the Federal Transit Administration approved in September.{{cite news |last=Stewart |first=Bill |title=Interstate MAX funds on schedule |newspaper=The Oregonian |date=September 19, 2000 |page=D1 }} TriMet and Metro contributed $38.5 million and $24 million respectively to the remaining balance, sourced from their own general transportation funds.

Construction of the Interstate MAX began in February 2001 with a ceremony held near the Rose Quarter.{{cite news |last=Stewart |first=Bill |title=Interstate MAX work will begin with Monday ceremony |newspaper=The Oregonian |date=February 16, 2001 |page=D3 }} Initial work on the line's 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.{{cite news |last=Stewart |first=Bill |title=MAX won't cross river for 16 days |newspaper=The Oregonian |date=May 10, 2001 |page=B4 }} In April, TriMet contracted Stacy and Witbeck to lay tracks between the Rose Quarter and Kenton and build a new vehicular overpass in Lower Albina.{{cite news |last=Stewart |first=Bill |title=Tri-Met approves 5-cent fare increase |newspaper=The Oregonian |date=April 26, 2001 |page=D2 }} 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}} dual-track bridge north of Argyle Street,{{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 }} to F.E. Ward Constructors. The rapid pace of construction, which workers credited to improvements in track-laying and street reconstruction technology learned from previous MAX projects,{{cite news |last=Leeson |first=Fred |title=Interstate Avenue rail line will open early |newspaper=The Oregonian |date=September 17, 2003 |page=C1 }} hit a halfway point in April 2002. TriMet marked this milestone with a concrete pouring ceremony at the line's intersection with Portland Boulevard.{{cite news |last=Stewart |first=Bill |title=Interstate MAX line hits halfway mark |newspaper=The Oregonian |date=April 3, 2002 |page=D2 }} Workers completed road and sidewalk improvements the following November, six months ahead of schedule.{{cite news |last=Leeson |first=Fred |title=Interstate Avenue work winds down with stripes |newspaper=The Oregonian |date=November 6, 2002 |page=E3 }} In August 2003, with construction approximately 80 percent complete, TriMet officials announced the line's targeted opening for the following spring,{{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 }} months earlier than the previously anticipated September commencement. Line testing began in February 2004 and continued up to the extension's inauguration.{{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 }}

=Opening and service realignment=

File:Mall SW 5th Ave MAX Station 8192441301.jpg on Southwest Morrison Street in 2004]]

The {{convert|5.8|mi|km|adj=on}} Interstate MAX extension opened on May{{nbsp}}1, 2004,{{cite news |last=Leeson |first=Fred |title=The Yellow Line: Open for business |newspaper=The Oregonian |date=April 25, 2004 |page=B5 }} four months ahead of schedule and $25 million under budget.{{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}} TriMet created a new MAX service called the "Yellow Line",{{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 }}{{cite news|author= |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 ...}} which ran from Expo Center station in North Portland to the 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.{{cite news |author= |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}} The Yellow Line replaced TriMet bus route 5–Interstate. Over 20,000 people attended opening day celebrations, and TriMet offered free rides for two days.{{cite news |last=Leeson |first=Fred |title=Ride to remember |newspaper=The Oregonian |date=May 2, 2004 |page=B1 }} The presence of the line spurred redevelopment along the corridor, including new investments from Fred Meyer and New Seasons Market.

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.{{cite news |last=Rivera |first=Dylan |title=MAX Yellow Line on new route Sunday |newspaper=The Oregonian |date=August 29, 2009 }} The agency had placed the construction of the intended PSU South termini on hold as it awaited transit-oriented development projects in the area to finish.{{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 }} The PSU South stations opened in September 2012.{{cite news|last=Bailey Jr.|first=Everton|title=TriMet boosts most fares starting Saturday; some routes changing |newspaper=The Oregonian|date=August 30, 2012 |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}} Following the completion of the Portland–Milwaukie Light Rail Project, which extended MAX to Milwaukie, the Yellow Line became partially 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.{{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}}

Proposed extension to Clark County, Washington

File:Interstate Bridge in 1917, Streetcar Northbound.jpg

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".{{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 }}{{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,{{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 }}{{rp|73}} where Vancouver-bound passengers transferred to a ferry to continue across the Columbia River.{{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 }}{{rp|16–17}} The line was electrified in 1892 following its acquisition by the Portland Consolidated Street Railway.{{rp|71}} The first Interstate Bridge, built in 1917,{{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 }} 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.{{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 federal assistance funds diverted from the canceled Mount Hood Freeway project.{{cite news |author= |title=Planners favor mass transit; freeways 'out' |newspaper=The Oregonian |date=May 3, 1974 |page=22 }} Then in 1984, a bi-state advisory committee revisited the concept, envisioning 8,000 commuters from Clark County by the year 2000.{{cite news |last=Stewart |first=Bill |title=Light rail route suggested to link Portland, Vancouver |newspaper=The Oregonian |date=May 18, 1984 |page=C2 }} Both proposals were shelved due to feasibility issues and a lack of funding. 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,{{cite news |last=Dunham |first=Elisabeth |title=Light-rail planning on track despite 'No' vote |newspaper=The Oregonian |date=June 9, 1995 |page=B2 }} while other studies suggested light rail on a third vehicular bridge,{{cite news |last=Stewart |first=Bill |title=Study raises possibility of third Columbia bridge |newspaper=The Oregonian |date=December 18, 1995 |page=B2 }}{{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 }} an idea that had been considered since the late 1980s.{{cite news |last1=Hamilton |first1=Don |last2=Stewart |first2=Bill |title=A third Columbia bridge? |newspaper=The Oregonian |date=September 4, 1988 |page=C1 }}{{cite news |last=Bodine |first=Harry |title=Panel gives third bridge low priority |newspaper=The Oregonian |date=December 9, 1988 |page=D2 }} 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,{{cite news |last=Stewart |first=Bill |title=Vancouver light rail rears head again |newspaper=The Oregonian |date=February 19, 1998 |page=E2 }} but a decision was made to reserve the option for a later phase.{{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 }}

In 2004, Oregon and Washington began efforts to replace the Interstate Bridge, citing the bridge's declining structural integrity and worsening congestion.{{cite news |last1=Stewart |first1=Bill |last2=Leeson |first2=Fred |title=States hire bridge consultants |newspaper=The Oregonian |date=February 25, 2004 |page=C1 }} 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, adding seven new stations along {{convert|2.9|mi|km}} of new track. Planners projected the extension to cost upwards of $3.5 billion (equivalent to ${{Format price|{{Inflation|US-GDP|3500000000|2011}}}} in {{Inflation-year|US-GDP}} dollars).{{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 }}{{rp|3}} In June 2013, three months after the Oregon Legislature authorized $450 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.{{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}} The states terminated the project in March 2014.{{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=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 }}

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 billion for the entire project, of which $3.1 billion would be used to replace the Interstate Bridge, $80 million to build a second bridge connecting Hayden Island to Portland Expo Center, and $850 million for the remainder of the extension.{{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 }} The Southwest Washington Regional Transportation Council also includes the light rail corridor in their own 2040 plan.{{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 }}

Route

File:Yellow Line train passing Fred Meyer at Interstate & Lombard (2015).jpg

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.{{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 }} At Delta Park/Vanport station, it become elevated as part of a {{convert|3850|ft|m|adj=mid|-long}} viaduct, which crosses over Victory Boulevard, Interstate Avenue, the Columbia Slough, and Columbia Boulevard and ends at a level crossing on Argyle Street.{{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 }}{{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}} Just south of Kenton/North Denver Avenue station, the tracks enter the median of Interstate Avenue and proceed south towards 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.{{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 }} A wye just south of Union Station splits the double-tracks to establish the northern end of the Portland Transit Mall on 5th and 6th avenues.{{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 }}

On the Portland Transit Mall, southbound Yellow Line trains operate through into the Orange Line bound for Milwaukie at 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 Green Line trains.{{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}} 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 station, the 6th Avenue MAX line intersects with east–west MAX lines on Yamhill and Morrison streets, facilitating a transfer to the 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.{{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}}

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.{{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}} It was rerouted to the Portland Transit Mall in August 2009 after the addition of light rail to 5th and 6th avenues.

{{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, 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.

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. Other connections include Amtrak near Union Station/Northwest 6th & Hoyt station, the Portland Streetcar at PSU Urban Center/Southwest 6th & Montgomery station,{{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}} Frequent Express (FX) along the Portland Transit Mall,{{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 }} and local and intercity bus services at several stops across the line.

class="wikitable" \|+ Key
scope="col" \| Icon ! scope="col" \| Purpose
scope="row" style="background-color:#ddffdd" \| {{dagger\|alt=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 operate through into the Orange Line bound for {{stn\|Southeast Park Avenue}} in Milwaukie at Union Station/Northwest 5th & Hoyt.{{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}}}}

class="wikitable"

|+ Key

scope="col" | Icon

! scope="col" | Purpose

scope="row" style="background-color:#ddffdd" | {{dagger|alt=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 operate through into the Orange Line bound for {{stn|Southeast Park Avenue}} in Milwaukie at Union Station/Northwest 5th & Hoyt.{{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}}}}

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 ! scope="col" class="unsortable" \| Notes{{cite web \|url=https://www.c-tran.com/routes/105-i-5-express \|title=#105 I-5 Express \|publisher=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 }}{{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 \| rowspan="10" align="center" \| {{dts\|2004\|05\|01}} \| — \| —
scope="row" \| {{stn\|Delta Park/Vanport}} \| — \| Connects to C-Tran
scope="row" \| {{stn\|Kenton/N Denver Ave}} \| — \| —
scope="row" \| N Lombard Transit Center \| — \| —
scope="row" \| 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" \| Interstate/Rose Quarter \| {{ric\|size=18px\|TriMet\|Blue}} {{ric\|size=18px\|TriMet\|Green}} {{ric\|size=18px\|TriMet\|Red}} \| Connects to C-Tran
scope="row" style="background-color:#FFE6BD" \| Union Station/NW 6th & Hoyt{{up-arrow\|alt=Northbound only}} \| rowspan="7" align="center" \| Portland Transit Mall \| rowspan="6" align="center" \| {{dts\|2009\|08\|31}} \| {{ric\|size=18px\|TriMet\|Green}} {{ric\|size=18px\|TriMet\|Orange}} \| Connects to Amtrak, FX, Greyhound, POINT, TCTD
scope="row" style="background-color:#FFE6BD" \| NW 6th & Davis{{up-arrow\|alt=Northbound only}} \| {{ric\|size=18px\|TriMet\|Green}} {{ric\|size=18px\|TriMet\|Orange}} \| Connects to C-Tran, FX
scope="row" style="background-color:#FFE6BD" \| SW 6th & Pine{{up-arrow\|alt=Northbound only}} \| {{ric\|size=18px\|TriMet\|Green}} {{ric\|size=18px\|TriMet\|Orange}} \| Connects to C-Tran, FX
scope="row" style="background-color:#FFE6BD" \| Pioneer Courthouse/SW 6th{{up-arrow\|alt=Northbound only}} \| {{ric\|size=18px\|TriMet\|Blue}} {{ric\|size=18px\|TriMet\|Green}} {{ric\|size=18px\|TriMet\|Orange}} {{ric\|size=18px\|TriMet\|Red}} \| Connects to C-Tran, FX
scope="row" style="background-color:#FFE6BD" \| SW 6th & Madison{{up-arrow\|alt=Northbound only}} \| {{ric\|size=18px\|TriMet\|Green}} {{ric\|size=18px\|TriMet\|Orange}} \| Connects to C-Tran, FX
scope="row" style="background-color:#FFE6BD" \| PSU Urban Center/SW 6th & Montgomery{{up-arrow\|alt=Northbound only}} \| {{ric\|size=18px\|TriMet\|Green}} {{ric\|size=18px\|TriMet\|Orange}} \| Connects to C-Tran, FX, Portland Streetcar
scope="row" style="background-color:#ddffdd" \| 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}} {{ric\|size=18px\|TriMet\|Orange}} \| Connects to C-Tran, FX Most trains through operate from the Orange Line

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

! scope="col" class="unsortable" | Notes{{cite web |url=https://www.c-tran.com/routes/105-i-5-express |title=#105 I-5 Express |publisher=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 }}{{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

| rowspan="10" align="center" | {{dts|2004|05|01}}

| —

scope="row" | {{stn|Delta Park/Vanport}}

| —

| Connects to C-Tran

scope="row" | {{stn|Kenton/N Denver Ave}}

| —

scope="row" | N Lombard Transit Center

| —

scope="row" | 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" | Interstate/Rose Quarter

| {{ric|size=18px|TriMet|Blue}} {{ric|size=18px|TriMet|Green}} {{ric|size=18px|TriMet|Red}}

| Connects to C-Tran

scope="row" style="background-color:#FFE6BD" | Union Station/NW 6th & Hoyt{{up-arrow|alt=Northbound only}}

| rowspan="7" align="center" | Portland
Transit
Mall

| rowspan="6" align="center" | {{dts|2009|08|31}}