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MAX Yellow Line
Template:TMTC bullet
A two-car train on the Portland Transit Mall in 2015
Overview
StatusOperational
OwnerTriMet
LocalePortland, Oregon, U.S.
Termini
Stations17
WebsiteMAX Yellow Line
Service
TypeLight rail
SystemMAX Light Rail
Operator(s)TriMet
Daily ridership13,170 (as of September 2018)[1]
History
OpenedMay 1, 2004 (2004-05-01)
Technical
Line length5.8 mi (9.3 km)[a]
Number of tracks2
CharacterAt-grade and elevated
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Electrification750 V DC, overhead catenary
Route diagram

Legend
 Expo Center
Parking
 Delta Park/​Vanport
Parking
 Kenton/North Denver Avenue
North Lombard Transit Center
Rosa Parks
North Killingsworth Street
North Prescott Street
Overlook Park
I-405.svg I-405
 Albina/​Mississippi
Interstate/​Rose Quarter
Eastside MAX (NE Holladay St)
Steel Bridge over Willamette River
Eastside MAX (NW 1st Ave)
 
Most southbound Yellow Line
trains become Orange Line
 
 Union Station/​Northwest 5th & Glisan
Amtrak
 Union Station/​Northwest 6th & Hoyt
Amtrak
 Northwest 5th & Couch
Northwest 6th & Davis
Southwest 5th & Oak
Southwest 6th & Pine
Eastside MAX (SW Morrison St)
 Pioneer Place/​Southwest 5th
Pioneer Courthouse/​Southwest 6th
Eastside MAX (SW Yamhill St)
 City Hall/​Southwest 5th & Jefferson
Southwest 6th & Madison
B NS (SW Market St)
 PSU Urban Center/​Southwest 5th & Mill
Portland Streetcar
A NS (SW Mill St/SW Montgomery St)
 PSU Urban Center/​Southwest 6th & Montgomery
Portland Streetcar
 PSU South/​Southwest 5th & Jackson
PSU South/​Southwest 6th & College
Terminus
Most northbound Orange Line
trains become Yellow Line
Portland–Milwaukie Light Rail
This diagram:

The MAX Yellow Line is a light rail service in Portland, Oregon, United States, operated by TriMet as part of the MAX Light Rail system. It connects North Portland, Portland City Center, and Portland State University. The line runs north–south from the Portland Expo Center to the Rose Quarter along a 5.8-mile (9.3 km) segment, referred to as the Interstate MAX, and northbound through downtown Portland along the Portland Transit Mall on Southwest 6th Avenue. It serves 17 stops between the Expo Center and PSU South/Southwest 6th and College stations; of these, seven stops occupy the median of North Interstate Avenue, giving the segment its name. The Yellow Line runs for approximately 21 hours daily from Monday to Sunday with a minimum headway of fifteen minutes during most of the day. It is the fourth-busiest service in the MAX system, carrying an average of 13,170 daily weekday riders in September 2018.

Following years of failed attempts to construct the South–North Line between Clackamas and Vancouver, Washington, Portland business leaders and local residents persuaded TriMet to build a light rail extension to North Portland in 1999. The line, which began construction in 2001, opened on May 1, 2004, four months ahead of schedule. From 2004 to 2009, the Yellow Line ran between Expo Center station in North Portland and the Library and Galleria stations in downtown Portland, serving alongside the Blue Line and the Red Line. In 2009, it was rerouted to the newly-rebuilt Portland Transit Mall and terminated at the PSU South stations.

Since 2015, the Yellow Line has operated as a northbound through service of the Orange Line from PSU South/Southwest 6th and College station, sharing its transit mall alignment with the Green Line. Conversely, most southbound Yellow Line trains, which had served the other half of the mall on Southwest 5th Avenue from 2009 to 2015, through operate into the Orange Line from Union Station/Northwest 5th & Glisan Street station and terminate at Southeast Park Avenue station in Milwaukie.

History

Early proposals

See also: MAX Light Rail § South–North proposal
An aerial view of Interstate 5 and Interstate Avenue (upper right) facing south, shown in 1973

The Yellow Line was originally conceived in 1988 as part of Portland's Central City and Albina Community plans. These plans sought to extend light rail through North Portland, across the Columbia River, and into Vancouver, Washington, via a potential route on either North Interstate Avenue, Interstate 5, or Northeast Martin Luther King Jr. Boulevard,[3] formerly Northeast Union Avenue.[4][5] As members of the U.S. Senate Committee on Appropriations, Oregon Senator Mark Hatfield and Washington Senator Brock Adams combined the proposal with the Portland–Oregon City light rail plan, for which the committee appropriated $2 million in September 1989.[6] Preliminary alignment studies to Clark County, including an additional proposal for a line between Vancouver Mall and Clackamas Town Center along Interstate 205,[7] commenced shortly after. A 25-mile (40 km) route from Hazel Dell, Washington, through downtown Portland to Clackamas Town Center was selected in October 1994.[8] Officially named South–North Line,[9] 63 percent of Portland voters approved a $475 million bond issue in November to cover Oregon's portion of the project's estimated $2.8 billion cost.[10] Meanwhile, a 0.3 percent increase in sales and vehicle excise taxes was proposed to provide Washington's $237.5 million share,[11] which Clark County voters turned down in February 1995.[12]

Amid fears that the exclusion of Clark County would result in ridership too low to justify a North Portland segment,[13] TriMet scaled back the project and released a second plan to build the line up to the Rose Quarter.[14] Though backed by the state government,[15] light rail opponents forced a statewide vote which defeated the proposal in November 1996.[16] In an effort to regain the support of North Portland residents, who had historically voted highly in favor of light rail,[17] TriMet announced a third plan in February 1997. It proposed the construction of a 15-mile (24 km) line from Clackamas Town Center to Lombard Street in North Portland.[18] The Portland City Council selected a longer alignment in June. The accepted proposal crossed the Willamette River on the Steel Bridge and recommended a new span at Caruthers Crossing; it ran through the Portland Transit Mall and the median of North Interstate Avenue, terminating an additional mile beyond Lombard Street in Kenton.[19][20] Regional government Metro approved the project the following month.[20] In August, due to the wording on the original ballot passed in 1994, which described the line extending into Clark County, the TriMet board elected to renew voter support for another $475 million bond measure.[21] The new regional ballot measure was voted on in November 1998; it was narrowly defeated 52 percent to 48 percent.[22] With the South–North Line effectively canceled, light rail on the transit mall and across Caruthers Crossing would not be built until 2009 for the Green Line and 2015 for the Orange Line, respectively.[23][24]

Revival and construction

In 1999, North Portland residents and Portland business leaders urged TriMet to revive the South–North Line's northern portion, but without the Clark County segment, arguing that 81 percent of Multnomah County voters had supported light rail.[25][26] TriMet agreed and developed a proposal to build the line along the median of North Interstate Avenue, between the Portland Expo Center and the Rose Quarter.[27] Meetings and polls conducted in June determined that residents supported the new project, called the Interstate MAX, as long as it was less expensive, did not displace residents,[9] and did not require any new taxes.[28] The Portland City Council subsequently endorsed this proposal.[29] TriMet projected the cost of the extension at $350 million (equivalent to $589 million in 2023 dollars).[30] To build it without the need for a significant new source of local funding, the city created an urban renewal district surrounding the proposed route. This directed $30 million in tax increment funds to the project.[31][30] Meanwhile, the $175 million Airport MAX and Central City streetcar projects, which built the Red Line and the Portland Streetcar's NS Line respectively, were locally funded and did not require substantial federal assistance; they were declared part of the Interstate MAX project, which granted eligibility for $257.5 million in matching federal funds,[9][30] approved in September 2000.[32] TriMet and Metro contributed $38.5 million and $24 million respectively to the remaining balance, sourced from their own general transportation funds.[2]

The long viaduct north of Argyle Street that was built for the Yellow Line, shown in 2004

Construction of the Interstate MAX began in February 2001 with a ceremony held near the Rose Quarter.[33] Initial work on the line's junction with the Eastside MAX required a sixteen-day closure of the operating segment between Rose Quarter Transit Center and Old Town/Chinatown, during which riders were shuttled between the two stations.[34] In April, TriMet contracted Stacy and Witbeck to lay tracks between the Rose Quarter and Kenton, and to build a new vehicular overpass in Lower Albina.[35] The section between Kenton and the Expo Center, which included the construction of a 3,850-foot-long (1,173 m) dual-track bridge,[36] was awarded to F.E. Ward Constructors the following month.[34] The rapid pace of construction, which was credited to improvements in track-laying and street reconstruction technology learned from previous MAX projects,[37] hit a halfway point in April 2002. This was marked by a concrete pouring ceremony at the line's intersection with Portland Boulevard.[38] Road and sidewalk improvements were completed the following November, six months ahead of schedule.[39] In August 2003, with construction nearly 80 percent complete, officials announced the line's targeted opening for the following spring,[40] months earlier than the previously-planned September commencement.[37] Line testing began in February 2004 and continued up to the extension's inauguration.[41]

Opening and realignment

The Interstate MAX extension and Yellow Line service, the latter officially designated in 2000,[42] opened on May 1, 2004.[43] The project was four months ahead of schedule and $25 million under budget.[2][44] More than 20,000 people attended opening day celebrations, and TriMet offered free rides for two days.[45] The presence of the line spurred redevelopment along the Interstate Avenue corridor, previously hampered by the construction of Interstate 5. This included new investments from Fred Meyer and New Seasons Market.[43] The new line replaced TriMet bus route 5–Interstate.[46] From opening day to 2009, the Yellow Line followed First Avenue and Morrison and Yamhill streets upon entry into downtown Portland, terminating at the Library and Galleria stations and turning around at the 11th Avenue tracks. It served this segment along with the Blue and Red lines. On August 30, 2009, the line was rerouted to use the light rail tracks added to the newly-rebuilt Portland Transit Mall, with the PSU South stations as its southern termini.[23] Following the completion of the Portland–Milwaukie light rail project, which extended MAX service 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 operation of the southbound segment of the transit mall on Southwest 5th Avenue in September 2015.[47]

Planned extension to Clark County, Washington

Main article: Columbia River Crossing
A Vancouver Line streetcar seen crossing the Interstate Bridge in 1917

Passenger rail services once operated between Portland and Vancouver, Washington. The first, which commenced service in April 1888, was a steam dummy line owned and operated by the Portland and Vancouver Railway Company.[48] Named the Vancouver Line, it ran from the corner of First and Washington streets up to Hayden Island,[49] requiring Vancouver-bound passengers to transfer to a ferry to continue across the Columbia River.[50] It was electrified in 1892, after it was purchased by the Portland Consolidated Street Railway.[49] The first Interstate Bridge, built in 1917,[51] finally extended the line across the river, replacing the ferry service. The streetcar remained operational as part of the Portland Railway, Light and Power Company until its closure in September 1940.[49]

Several attempts have since been made to restore service to Clark County, Washington. Planners first considered the idea in 1974, when TriMet proposed a light rail line at the same time a governor's task force was studying options for allocating federal assistance funds diverted from the canceled Mount Hood Freeway project.[52] Then in 1984, prior to the South–North Line proposal, a bi-state advisory committee revisited the concept, envisioning 8,000 commuters from Clark County by the year 2000.[53] Both proposals were shelved due to feasibility issues and a lack of funding.[52][53] Following the South–North Line's initial defeat, planning for a separate North Portland to Vancouver segment continued. New studies were conducted to evaluate the feasibility of adding light rail onto a third bridge spanning the Columbia River,[54][55] which had been shelved in the late 1980s,[56][57] in addition to a light rail-only bridge and an underground tunnel were conducted.[58] An environmental study released in February 1998 for the South–North Line's third iteration included an option for a segment to Clark College through a low bridge with a lift span;[59] a decision was made to reserve it for a later phase.[60]

In 2004, the states of Oregon and Washington embarked on efforts to replace the aging Interstate Bridge, citing worsening congestion.[61] The Columbia River Crossing project, which began in 2008, would have replaced the bridge and extended the Yellow Line north from the Expo Center through Hayden Island and across the Columbia River to downtown Vancouver and Clark College. Projected to cost upwards to $3.5 billion (equivalent to $4.68 billion in 2023 dollars), the extension would have added seven new stations along 2.9 miles (4.7 km) of new track.[62] In June 2013, three months after the Oregon Legislature authorized $450 million in state funding, the Washington State Senate declined to fund its own share. Opponents cited the inclusion of light rail as a common reason for objecting to the proposal.[63] The project was terminated in March 2014.[64]

A light rail extension into Vancouver 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.[65] The Southwest Washington Regional Transportation Council also includes the light rail corridor in their own 2040 plan.[66]

Route

A northbound train seen approaching the Steel Bridge in 2013
A southbound train near the intersection of North Interstate Avenue and Lombard Street in 2015

The Interstate MAX extension is 5.8 miles (9.3 km) long.[2][a] The Yellow Line's northern terminus is Expo Center station, situated on the east end of the Portland Metropolitan Exposition Center parking lot. From there it heads south adjacent to North Expo Road.[67] Before Delta Park/Vanport station, the line gradually elevates as it enters a 3,850-foot-long (1,170 m) viaduct,[36] which crosses over North Victory Boulevard, North Interstate Avenue, the Columbia Slough, and North Columbia Boulevard before approaching an at-grade crossing on North Argyle Street.[68][69] Just south of Kenton/North Denver Avenue station, the tracks enter the median of North Interstate Avenue and proceed mainly south towards Interstate/Rose Quarter station at the Rose Quarter. The line joins the Eastside MAX alignment at the east end of the Steel Bridge, which is shared with the Blue, Green, and Red lines,[70] crossing the Willamette River and entering downtown Portland via the Northwest Glisan Street ramp.[71] It then forms a wye just south of Union Station where the double-tracks split to establish the northern end of the Portland Transit Mall.[72]

On the Portland Transit Mall, most northbound Yellow Line trains begin as through-routed continuations of the Orange Line at PSU South/Southwest 6th and College station on the Portland State University (PSU) campus, traveling on Southwest 6th Avenue alongside Green Line trains bound for Clackamas. Conversely, most southbound Yellow Line trains through operate into the Orange Line bound for Milwaukie at Union Station/Northwest 5th & Glisan station on Southwest 5th Avenue.[73] At the north end of the PSU campus near PSU Urban Center/Southwest 6th & Montgomery station, the line crosses with the Portland Streetcar, which serves a stop on Southwest Mill Street, and the light rail tracks move into the center lane of Southwest 6th Avenue between stations. The Yellow Line passes Portland City Hall and the Multnomah County Courthouse before reaching the front of the Pioneer Courthouse, where it intersects the MAX system's east–west lines on Yamhill and Morrison streets. The line continues northward, entering Northwest Portland after passing West Burnside Street, eventually reaching the north end of the transit corridor at Union Station/Northwest 6th and Hoyt station.[70]

From its opening in 2004 to 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 Old Town/Chinatown to Library and Galleria alongside Blue Line and Red Line trains.[74] It was rerouted to the Portland Transit Mall in August 2009, following the addition of light rail to 5th and 6th avenues.[23]

A geographic map of the MAX Yellow Line relative to the rest of the network

Stations

Further information on the stations, including local bus connections: List of MAX Light Rail stations
Stations on the Yellow Line
Expo Center station, the Yellow Line's northern terminus
North Killingsworth Street station platform
Most southbound Yellow Line trains switch to Orange Line service at Union Station/Northwest 5th & Gilsan
Most northbound Orange Line trains switch to Yellow Line service at PSU South/Southwest 6th & College

The Interstate MAX extension, served exclusively by the Yellow Line, consists of ten stations between Expo Center and Interstate/Rose Quarter. Of these ten stations, seven occupy the median of North Interstate Avenue, giving the line its name. Yellow Line trains serve 17 stations total; the remaining seven are located in downtown Portland along the northbound segment of the Portland Transit Mall on Southwest 6th Avenue and are shared with the Green Line. Transfers to the Orange Line, which runs southbound from Union Station in downtown Portland to Milwaukie, can be made at any of the seven stations along the transit corridor's Southwest 5th Avenue alignment, although most southbound Yellow Line trains through operate into the Orange Line.[2]

Transfers to the Blue Line and the Red Line are available at Pioneer Courthouse/Southwest 6th station, and to the Blue, Green, and Red lines at Interstate/Rose Quarter station.[2] Additionally, the Yellow Line provides connections to local and intercity bus services at several stops across the line, Amtrak near Union Station/Northwest 6th & Hoyt station,[70] and the Portland Streetcar at PSU Urban Center/Southwest 6th & Montgomery station.[75]

Key
† Terminus
↑ Northbound travel only
Station Location Commenced Line transfers[76] Connections[76][70] Park
and ride[77] 		Secure
bike parking[78]
colspan=8 style="background:#Template:TMTC color; |
Expo Center† North
Portland 		2004 — — 300 Yes
Delta Park/Vanport 2004 — C-Tran 304 Yes
Kenton/North Denver Avenue 2004 — — — Yes
North Lombard Transit Center 2004 — — — Yes
Rosa Parks 2004 — — — Yes
North Killingsworth Street 2004 — — — Yes
North Prescott Street 2004 — — — Yes
Overlook Park 2004 — — — Yes
Albina/Mississippi 2004 — — — Yes
Interstate/Rose Quarter 2004 [[MAX Blue Line|Template:TMTC bullet]] [[MAX Green Line|Template:TMTC bullet]] [[MAX Red Line|Template:TMTC bullet]] C-Tran — No
Union Station/Northwest 6th & Hoyt↑ Portland
Transit
Mall
[b] 		2009 [[MAX Green Line|Template:TMTC bullet]] [[MAX Orange Line|Template:TMTC bullet]] Amtrak
Greyhound
POINT
TCTD 		— No
Northwest 6th & Davis↑ 2009 [[MAX Green Line|Template:TMTC bullet]] [[MAX Orange Line|Template:TMTC bullet]] — — No
Southwest 6th & Pine↑ 2009 [[MAX Green Line|Template:TMTC bullet]] [[MAX Orange Line|Template:TMTC bullet]] — — No
Pioneer Courthouse/Southwest 6th↑ 2009 [[MAX Blue Line|Template:TMTC bullet]] [[MAX Green Line|Template:TMTC bullet]] [[MAX Orange Line|Template:TMTC bullet]] [[MAX Red Line|Template:TMTC bullet]] — — No
Southwest 6th & Madison↑ 2009 [[MAX Green Line|Template:TMTC bullet]] [[MAX Orange Line|Template:TMTC bullet]] — — No
PSU Urban Center/Southwest 6th & Montgomery↑ 2009 [[MAX Green Line|Template:TMTC bullet]] [[MAX Orange Line|Template:TMTC bullet]] Portland Streetcar — No
PSU South/Southwest 6th and College†↑ 2009 [[MAX Green Line|Template:TMTC bullet]] [[MAX Orange Line|Template:TMTC bullet]] — — No

Service

From Monday to Sunday, the Yellow Line operates for approximately 21 hours per day with the first northbound train arriving at Interstate/Rose Quarter station at 4:15 am as a through service of the Blue Line. The first southbound train departs Expo Center station for Union Station/Northwest 5th and Glisan at 5:03 am, where most trains continue as Orange Line services bound for Southeast Park Avenue station in Milwaukie. The first northbound train from PSU South/Southwest 6th and College departs for the Expo Center station at 5:05 am; end-to-end travel takes approximately 35 minutes. In the evenings, select southbound trains turn into eastbound Blue Line trains at Interstate/Rose Quarter station and continue on to Ruby Junction/East 197th Avenue station in Gresham, while other trains proceed along the Portland Transit Mall as part of the Green Line, terminating at PSU South/Southwest 5th and Jackson. The last northbound train departs PSU South station at 12:21 am and the last southbound train departs Expo Center station at 1:04 am.[79] TriMet designates the Yellow Line as a Frequent Service route, with service running on a headway of fifteen minutes during most of the day, which extends up to 30 minutes in the early morning and late evening hours.[80]

Ridership

The Yellow Line is the fourth-busiest MAX service, averaging 13,170 riders on weekdays in September 2018,[1] down from 13,220 for the same month in 2017.[81] 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.[37] For the 2015 fiscal year, the Yellow Line recorded 4.9 million total boardings, down from 5.4 million recorded in 2012.[2][82] The drop in ridership, experienced system-wide, is attributed to crime and lower-income riders being forced out of the inner city by rising housing prices.[83][84]

Notes

  1. ^ a b TriMet publications only provide the total length of the Interstate MAX extension, i.e., the section that was newly built. The total length of the Yellow Line service, which spans from Expo Center station to PSU South/Southwest 6th and College station, is undetermined.[2]
  2. ^ Most Yellow Line trains on the Portland Transit Mall travel northbound only. Most southbound trains through operate into the Orange Line bound for Southeast Park Avenue in Milwaukie at Union Station/Northwest 5th & Hoyt station.

References

  1. ^ a b "September 2018 Monthly Performance Report" (PDF). TriMet. October 17, 2018. Archived from the original (PDF) on February 21, 2019. Retrieved February 21, 2019. {{cite web}}: |archive-date= / |archive-url= timestamp mismatch; February 22, 2019 suggested (help)
  2. ^ a b c d e f g "Interstate MAX Yellow Line" (PDF). TriMet. July 2016. Archived from the original (PDF) on July 10, 2018. Retrieved February 23, 2019.
  3. ^ Mayer, James (May 15, 1989). "Planners seek economic niche for inner city; Bureau plans 3-years study of North, Northeast Portland, hoping to help revive area". The Oregonian. p. B2.
  4. ^ Oliver, Gordon (July 12, 1988). "Economic planning outlined". The Oregonian. p. B6.
  5. ^ Pickett, Nelson (February 25, 1992). "Planning commission looks at Albina Community Plan". The Oregonian. p. B2.
  6. ^ Kohler, Vince; Stewart, Bill (September 10, 1989). "Light-rail proposals gain ground in Congress; senate panel approves transportation funding bill, aiding plans for new Oregon City, Vancouver lines". The Oregonian. p. C2.
  7. ^ Stewart, Bill (September 24, 1989). "Clark County light-rail plans chugging along; more than $1 million will be spent on studies on both sides of the river". The Oregonian. p. C2.
  8. ^ Maves, Norm Jr. (October 27, 1994). "25-mile route encompasses hundreds of steps". The Oregonian. p. 1.
  9. ^ a b c Selinger, Philip (2015). "Making History: 45 Years of Transit in the Portland Region" (PDF). TriMet. pp. 80, 83–85. OCLC 919377348. Archived from the original (PDF) on May 9, 2018. Retrieved July 26, 2018.
  10. ^ Oliver, Gordon (November 10, 1994). "One down, more to go for reality of north–south rail line". The Oregonian. p. C10.
  11. ^ Rose, Joseph (July 11, 2012). "C-Tran sends light-rail sales tax to Clark County voters". The Oregonian. Archived from the original on August 20, 2018. Retrieved August 19, 2018.
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  13. ^ Spicer, Osker; Nkrumah, Wade (March 2, 1995). "Left Behind?". The Oregonian. p. D2.
  14. ^ Oliver, Gordon; Stewart, Bill (March 1, 1995). "MAX may skip Clark County, N. Portland". The Oregonian. p. B1.
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  18. ^ Oliver, Gordon (February 12, 1997). "Returning to light rail". The Oregonian. p. A20.
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  20. ^ a b Oliver, Gordon (July 24, 1998). "Metro votes advance South–North light rail". The Oregonian. p. D6.
  21. ^ Oliver, Gordon (August 6, 1998). "Tri-Met will put rail plan on ballot". The Oregonian. p. B1.
  22. ^ Oliver, Gordon (November 7, 1998). "South–North Line backers find themselves at a loss after election day defeat". The Oregonian. p. B1.
  23. ^ a b c "New MAX line opens downtown". Portland Tribune. August 28, 2009. Archived from the original on January 3, 2015. Retrieved May 13, 2014.
  24. ^ Libby, Brian (October 2015). "Bridge to the Future (The Bridge that Bans Cars)". The Atlantic. 316 (3): 42–43. Retrieved September 27, 2015.
  25. ^ Oliver, Gordon (March 16, 1999). "New light-rail plan rises from the ashes". The Oregonian. p. 1.
  26. ^ Stewart, Bill (March 25, 1999). "Tri-Met involvement urged in north light-rail line". The Oregonian. p. B3.
  27. ^ Oliver, Gordon (May 3, 1999). "Tri-Met adds detail to proposal to build light rail in the north". The Oregonian. p. C2.
  28. ^ Oliver, Gordon (June 5, 1999). "Light-rail proponents take heart in poll results". The Oregonian. p. B3.
  29. ^ Oliver, Gordon (June 17, 1999). "Council revives Interstate Avenue MAX line plan". The Oregonian. p. B3.
  30. ^ a b c Stewart, Bill (February 5, 2000). "NW prominent in Clinton money plan. MAX: The North Portland Interstate". The Oregonian. p. A1.
  31. ^ Stewart, Bill (August 26, 1999). "Interstate MAX on track but not final". The Oregonian. p. D2.
  32. ^ Stewart, Bill (September 19, 2000). "Interstate MAX funds on schedule". The Oregonian. p. D1.
  33. ^ Stewart, Bill (February 16, 2001). "Interstate MAX work will begin with Monday ceremony". The Oregonian. p. D3.
  34. ^ a b Stewart, Bill (May 10, 2001). "MAX won't cross river for 16 days". The Oregonian. p. B4.
  35. ^ Stewart, Bill (April 26, 2001). "Tri-Met approves 5-cent fare increase". The Oregonian. p. D2.
  36. ^ a b Stewart, Bill; Leeson, Fred (February 26, 2001). "Interstate MAX may cross one of city's longest spans". The Oregonian. p. C3.
  37. ^ a b c Leeson, Fred (September 17, 2003). "Interstate Avenue rail line will open early". The Oregonian. p. C1.
  38. ^ Stewart, Bill (April 3, 2002). "Interstate MAX line hits halfway mark". The Oregonian. p. D2.
  39. ^ Leeson, Fred (November 6, 2002). "Interstate Avenue work winds down with stripes". The Oregonian. p. E3.
  40. ^ Fitzgibbon, Joe (August 15, 2003). "MAX route is site for long, narrow party, garage sale". The Oregonian. p. C2.
  41. ^ Leeson, Fred (February 20, 2004). "TriMet gives crowd ride on its newest MAX run". The Oregonian. p. D1.
  42. ^ Stewart, Bill (September 21, 2000). "Local colors roll out: Tri-Met designates the Blue, Red and Yellow lines". The Oregonian. pp. E1, E10.
  43. ^ a b Leeson, Fred (April 25, 2004). "The Yellow Line: Open for business". The Oregonian. p. B5.
  44. ^ Hamilton, Don (April 30, 2004). "Making tracks to the MAX". Portland Tribune. Archived from the original on March 31, 2012. Retrieved August 8, 2014.
  45. ^ Leeson, Fred (May 2, 2004). "Ride to remember". The Oregonian. p. B1.
  46. ^ Leeson, Fred (May 4, 2004). "Yellow Line: They came, they rode, they offered opinions". The Oregonian. p. B1.
  47. ^ Lum, Brian (June 19, 2015). "You asked: How will the Orange Line work in downtown Portland?". TriMet. Archived from the original on October 26, 2015. {{cite web}}: Unknown parameter |dead-url= ignored (|url-status= suggested) (help)
  48. ^ Freece, David Warren (1984). A history of the street railway systems of Vancouver, Washington, 1889–1926 (Thesis). Portland State University. pp. 6–8. OCLC 979568028. Retrieved March 11, 2019.
  49. ^ a b c Thompson, Richard H. (2010). Portland's Streetcar Lines. Arcadia Publishing. pp. 71–75, 77. ISBN 978-0-7385-8126-2. Retrieved March 12, 2019.
  50. ^ Thompson, Richard (2006). Portland's Streetcars. Arcadia Publishing. pp. 9–17. ISBN 978-1-4396-3109-6. Retrieved March 11, 2019.
  51. ^ "Columbia Span Is Formally Opened: Dream of Half Century Is Realized. Traffic Starts With Brilliant Ceremony on Bridge; Thousands Attend Affair". The Morning Oregonian. February 15, 1917. p. 1. Retrieved March 12, 2019.
  52. ^ a b "Planners favor mass transit; freeways 'out'". The Oregonian. May 3, 1974. p. 22.
  53. ^ a b Stewart, Bill (May 18, 1984). "Light rail route suggested to link Portland, Vancouver". The Oregonian. p. C2.
  54. ^ Stewart, Bill (December 18, 1995). "Study raises possibility of third Columbia bridge". The Oregonian. p. B2.
  55. ^ Gordon, Oliver (April 12, 1996). "Portland seeks to quash talk of new Columbia bridge". The Oregonian. p. B4.
  56. ^ Hamilton, Don; Stewart, Bill (September 4, 1988). "A third Columbia bridge?". The Oregonian. p. C1.
  57. ^ Bodine, Harry (December 9, 1988). "Panel gives third bridge low priority". The Oregonian. p. D2.
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  59. ^ Stewart, Bill (February 19, 1998). "Vancouver light rail rears head again". The Oregonian. p. E2.
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  65. ^ Public Review Draft, 2018 Regional Transportation Plan, Chapter 6: Regional Programs and Projects to Achieve Our Vision (PDF) (Report). Metro. June 29, 2018. p. 15, 19. Retrieved April 23, 2019.
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  70. ^ a b c d Portland City Center and Transit Mall (PDF) (Map). TriMet. Archived from the original (PDF) on February 10, 2019. Retrieved July 30, 2018.
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  72. ^ "Stop ID 7601 - Union Station/NW 5th & Glisan MAX Stn". TriMet. Retrieved December 3, 2018.
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  75. ^ "Maps + Schedules - Portland Streetcar". Portland Streetcar. Archived from the original on February 10, 2019. Retrieved October 11, 2018.
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  77. ^ "Park & Ride Locations". TriMet. Archived from the original on January 30, 2019. Retrieved July 25, 2018.
  78. ^ "Bike Parking". TriMet. Archived from the original on February 7, 2019. Retrieved July 25, 2018.
  79. ^ MAX Yellow Line Schedules:
  80. ^ "Frequent Service". TriMet. Archived from the original on January 9, 2019. Retrieved August 6, 2018.
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  82. ^ "Interstate MAX: Yellow Line Fact Sheet (2012)" (PDF). TriMet. August 2012. Retrieved March 15, 2019.
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