A319 flight crew reported Yellow Hydraulic System failure in flight. The flight crew requested priority handling and diverted to make a precautionary landing.

Narrative

While enroute from ZZZ to ZZZ1 at FL350; an ECAM for HYD Y RSVR LO LVL appeared with a Master Caution. As the PM (Pilot Monitoring); I began running the ECAM at the Captain's direction. Completing the ECAM resulted in the disabling of the Yellow hydraulic system and an associated landing distance procedure.The Captain transferred PF (Pilot Flying) and ATC duties to me while he contacted Dispatch and Maintenance for discussion of the condition. The quality of the communication with Dispatch/Maintenance via ARINC radio was poor; and it was very difficult to hear and understand the transmissions from the ground. It is unclear if this was due to the radio reception quality or if it was an issue with the phone patch. The aircraft was at FL350 about 80-100 miles south of ZZZ2 at the time of the communications.During the discussion with Dispatch and Maintenance; our understanding was that the decision to divert was at our discretion. We reviewed the FM/QRH non-normal procedure in its entirety and reviewed the FOM guidance in Section 2.10. As a crew we considered the following factors: the FOM guidance for [requesting priority handling]; the unknown cause of the malfunction; the night conditions; and the approaching mountainous terrain. ZZZ2 airport was relatively close at the time; with ZZZ3 being significantly farther away and across remote mountainous terrain.We concluded that diverting to ZZZ2 was the most prudent course of action. Dispatch was informed of our desire and intention to divert to ZZZ2. Dispatch acknowledged this diversion and informed us that they would begin coordinating for our diversion and arrival at ZZZ2. We subsequently received landing distance information for Runway XXR at ZZZ2 from Dispatch.After informing ATC of our intention to divert to ZZZ2; I began the process of diverting to ZZZ2 while the Captain informed the Flight Attendants and passengers of the diversion. When he had completed these tasks; we briefed the arrival into ZZZ2 and the Captain resumed PF duties for the approach and landing in ZZZ2. We completed the ECAM approach procedure and landed at approximately XA:00am. The only abnormality of the landing in ZZZ2 was a slightly overweight condition of approximately 139;500 lbs. (landing distance was calculated for 150;000 lbs).After landing we stopped the aircraft clear of the runway to complete flows and assess the hydraulic situation. After concluding that normal taxiing could continue; we were advised to park on a hardstand near ramp Spot XX. The Airport Operations Personnel were of great assistance in parking and deplaning the aircraft using stairs and a bus. The communication and support from ZZZ2 ATC and airport operations was excellent. ARFF personnel assisted with the deplaning of a handicapped passenger.Once all passengers had deplaned; we completed the termination checklist and departed the aircraft. Outside the aircraft; we observed what appeared to be hydraulic fluid significantly covering the underside of the fuselage and dripping onto the ramp below.