Passenger rail services used to operate between Portland and Vancouver in Clark County, Washington, crossing the Columbia River.
The first service commenced in April 1888, operating as a steam dummy line owned by the Portland and Vancouver Railway Company called the Vancouver Line.
Its tracks initially ran from the corner of First and Washington streets in downtown Portland up to Hayden Island, and Vancouver-bound passengers needed to transfer to a ferry to continue across the river.
The line became electrified in 1892 after it was purchased by the Portland Consolidated Street Railway.
The first Interstate Bridge, which was built in 1917, finally extended the tracks across the river and replaced the ferry service.
The streetcar remained operational as part of the Portland Railway, Light and Power Company until its closure in September 1940.

Attempts have since been made to restore rail service to Clark County.
Planners first considered the idea in 1974, when TriMet proposed a light rail line at the same time a governor's task force studied options for allocating federal assistance funds diverted from the canceled Mount Hood Freeway project.
Then in 1984, a bi-state advisory committee revisited the concept, envisioning 8,000 commuters from Clark County by the year 2000.
Both proposals were shelved due to feasibility issues and a lack of funding.
Following the South/North Line'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 a tunnel.
Other studies suggested light rail on a third vehicular bridge, an idea that had been considered since the late 1980s.
An environmental study released in February 1998 for the South/North Line's third iteration included an option for a low bridge with a lift span.
Before the South/North Line's cancellation, a decision was made to reserve the option for a later phase.

In 2004, Oregon and Washington embarked on efforts to replace the aging Interstate Bridge, citing the bridge's declining structural integrity and worsening congestion.
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.
It would have added seven new stations along 2.9 miles (4.7 km) of new track.
Planners projected the extension to cost upwards of $3.5 billion (equivalent to $3.94 billion in 2018 dollars).
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.
The states terminated the project in March 2014.

With vehicular traffic expected to worsen between Vancouver and Portland, 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.
The Southwest Washington Regional Transportation Council also includes the light rail corridor in their own 2040 plan.
Passenger rail services used to operate between Portland and Vancouver in Clark County, Washington, crossing the Columbia River. The first service commenced in April 1888, operating as a steam dummy line owned by the Portland and Vancouver Railway Company called the Vancouver Line. Its tracks initially ran from the corner of First and Washington streets in downtown Portland up to Hayden Island, and Vancouver-bound passengers needed to transfer to a ferry to continue across the river. The line became electrified in 1892 after it was purchased by the Portland Consolidated Street Railway. The first Interstate Bridge, which was built in 1917, finally extended the tracks across the river and replaced the ferry service. The streetcar remained operational as part of the Portland Railway, Light and Power Company until its closure in September 1940.
Attempts have since been made to restore rail service to Clark County. Planners first considered the idea in 1974, when TriMet proposed a light rail line at the same time a governor's task force studied options for allocating federal assistance funds diverted from the canceled Mount Hood Freeway project. Then in 1984, a bi-state advisory committee revisited the concept, envisioning 8,000 commuters from Clark County by the year 2000. Both proposals were shelved due to feasibility issues and a lack of funding. Following the South/North Line'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 a tunnel. Other studies suggested light rail on a third vehicular bridge, an idea that had been considered since the late 1980s. An environmental study released in February 1998 for the South/North Line's third iteration included an option for a low bridge with a lift span. Before the South/North Line's cancellation, a decision was made to reserve the option for a later phase.
In 2004, Oregon and Washington embarked on efforts to replace the aging Interstate Bridge, citing the bridge's declining structural integrity and worsening congestion. 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. It would have added seven new stations along 2.9 miles (4.7 km) of new track. Planners projected the extension to cost upwards of $3.5 billion (equivalent to $3.94 billion in 2018 dollars). 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. The states terminated the project in March 2014.
With vehicular traffic expected to worsen between Vancouver and Portland, 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. The Southwest Washington Regional Transportation Council also includes the light rail corridor in their own 2040 plan.
MAX Yellow Line