Jump to content

Interstate 205 (Oregon–Washington)

Route map:
From Wikipedia, the free encyclopedia
(Redirected from OR 64)

Interstate 205 marker
Interstate 205
Map
Map of the Portland area with I-205 highlighted in red
Route information
Auxiliary route of I-5
Maintained by ODOT and WSDOT
Length37.13 mi[1][2] (59.75 km)
Existed1958[3]–present
HistoryCompleted in 1983
NHSEntire route
Major junctions
South end I-5 in Tualatin, OR
Major intersections
North end I-5 in Salmon Creek, WA
Location
CountryUnited States
StatesOregon, Washington
CountiesOR: Washington, Clackamas, Multnomah
WA: Clark
Highway system
← OR 204OR→ OR 205
← SR 204WA→ SR 206

Interstate 205 (I-205) is an auxiliary Interstate Highway in the Portland metropolitan area of Oregon and Washington, United States. The north–south freeway serves as a bypass route of I-5 along the east side of Portland, Oregon, and Vancouver, Washington. It intersects several major highways and serves Portland International Airport.

The freeway is 37 miles (60 km) long and connects to I-5 at both of its termini: to the south in Tualatin, Oregon, and to the north in Salmon Creek, Washington. I-205 is named the Veterans Memorial Highway and East Portland Freeway No. 64 in Oregon (see Oregon highways and routes). From Oregon City to Vancouver, the corridor is paralleled by a multi-use bicycle and pedestrian trail, as well as portions of the MAX Light Rail system between Clackamas and northeastern Portland.

A freeway to serve as an eastern bypass of Portland and Vancouver was conceived in a 1943 plan for the area, and in the 1950s was included in the federal government's preliminary plans for the Interstate Highway System. In 1958, I-205 was assigned as the designation for the eastern bypass; the Oregon state government initially planned it to travel east through Lake Oswego and close to inner neighborhoods of Portland but protests from several communities led to the route of I-205 being moved further east and south into other areas of Clackamas County.

Construction began in 1967 with work on the Abernethy Bridge over the Willamette River, which opened in 1970. By 1972, I-205 was extended west to Tualatin and north to Gladstone but the Portland section was delayed by opposition from local governments. A six-lane design was chosen as a compromise, which allowed for the freeway to reach Portland in 1977. The Glenn L. Jackson Memorial Bridge, spanning the Columbia River between Portland and Vancouver, opened on December 15, 1982. The bridge connected to the Washington section of I-205, which had been completed in two stages between 1975 and 1976. The remaining 6.6 miles (10.6 km) in Portland opened on March 8, 1983, and two years later, additional ramps were constructed to connect with I-84.

Route description

[edit]

I-205 functions primarily as a bypass of I-5 in the Portland metropolitan area, and serves Vancouver, Washington, and the eastern suburban areas of Portland, Oregon.[4] It is listed as part of the National Highway System, which identifies routes that are important to the national economy, defense, and mobility, and Washington state recognizes it as a Highway of Statewide Significance.[5][6] The Oregon portion of I-205 is designated as East Portland Freeway No. 64 under the state's named highway system.[7] In 2000, the Oregon portion was designated by the state legislature as the Veterans Memorial Highway, and has since been used for an annual vehicle convoy to mark Veterans Day.[8][9]

Oregon Department of Transportation (ODOT) and Washington State Department of Transportation (WSDOT) maintain I-205 within their respective states. Both agencies conduct annual surveys of traffic on segments of the freeway, the results of which are expressed in terms of annual average daily traffic (AADT), a measure of traffic volume for any average day of the year. In 2018, average traffic volumes on the Oregon portion ranged from 86,800 in Stafford to 170,900 near Division Street in Portland.[10] In 2019, the Washington portion ranged from 47,000 in Salmon Creek to 160,000 on the Glenn L. Jackson Memorial Bridge.[11] The Glenn L. Jackson Bridge is the busier of the two main bridges over the Columbia River in the Portland area; the older Interstate Bridge on I-5 carried a daily average of 138,500 vehicles in 2019.[12][13]

Washington and Clackamas counties

[edit]
A freeway with four lanes divided by a concrete barrier, looking towards a bridge in the distance.
A four-lane section of I-205 in West Linn, approaching an interchange with OR 43

I-205 begins at a semi-directional T interchange with I-5 in eastern Tualatin, a suburb in Washington County, Oregon. The four-lane freeway travels east along Saum Creek and the Tualatin River into Clackamas County, where it passes a mix of exurban neighborhoods, forests, and farmland. After crossing the river, I-205 turns southeasterly into West Linn and runs along the banks of the Willamette River near Willamette Falls; the freeway has a scenic overlook of the falls for northbound traffic.[14] After an interchange with Oregon Route 43 (OR 43), I-205 expands to six lanes and crosses the Willamette River on the Abernethy Bridge, which runs for 2,727 feet (831 m) into Oregon City and is capped to the east by an interchange with OR 99E.[15] The freeway passes Oregon City's Amtrak train station,[16] and then follows the railroad north to a junction with OR 213, which becomes concurrent with I-205.[17][18]

The freeway continues north across the Clackamas River, passing through residential and industrial areas in Gladstone and Clackamas. Near Johnson City, I-205 intersects the west end of OR 212, which provides access to Boring and Mount Hood. The concurrency with OR 213 ends at a partial cloverleaf interchange with OR 224—the Sunrise Expressway—near several radio towers on the west side of Mount Talbert. I-205 briefly expands to eight lanes and intersects several roads near the Kaiser Sunnyside Medical Center and Clackamas Town Center, a regional shopping mall, then continues north through an unincorporated residential area between Milwaukie and Happy Valley.[19] The freeway travels north with tracks on the west side for the MAX Green Line, a light rail service operated by TriMet, and enters Portland in Multnomah County.[18][20]

Portland and Vancouver

[edit]

I-205 passes through eastern Portland about 5 miles (8.0 km) from downtown, and runs parallel to OR 213 on 82nd Avenue and the I-205 Transitway that carries the MAX Green Line.[18] From the Clackamas Town Center, the freeway travels through residential areas in Lents neighborhood at the foot of Mount Scott, home to the Willamette National Cemetery. I-205 intersects U.S. Route 26 (US 26) at Powell Boulevard near Kelly Butte and the Jade District in Powellhurst-Gilbert.[21][22] North of Division Street, the freeway marks the boundary between the neighborhoods of Montavilla and Hazelwood, and the MAX Green Line switches to the east side.[21] I-205 then intersects Stark, Burnside, and Gilsan streets via a series of weaved ramps near Mall 205 and the Adventist Health Portland hospital.[17]

Aerial view of a highway bridge on columns crossing a river and a narrow island.
Aerial view of the Glenn L. Jackson Memorial Bridge, which carries I-205 across the Columbia River

North of Gilsan Street, the freeway intersects I-84 and US 30 near the Gateway/Northeast 99th Avenue Transit Center, where the MAX Green Line turns west.[17] I-205 and I-84/US 30 travel parallel to each other for one mile (1.6 km) along the base of Rocky Butte, where they follow a section of the MAX Red Line on the I-205 Transitway. I-84/US 30 turns east towards the Columbia River Gorge at Northeast Fremont Street, while I-205 continues north around the suburban enclave of Maywood Park with the light rail trackway in its median.[18] The freeway intersects US 30 Bypass (Lombard Street and Sandy Boulevard) and turns northeast to pass under a railroad in Parkrose.[21] The MAX Red Line diverges west from the freeway towards Portland International Airport, which is accessed from I-205 via the Airport Way interchange on the south side of the Columbia River.[17] I-205 crosses the Columbia River and Government Island on the eight-lane Glenn L. Jackson Memorial Bridge, a concrete segmental bridge that spans 11,750 feet (3,580 m) between Oregon and Washington.[23]

On the Washington side of the river, I-205 serves the northeastern side of Vancouver and its unincorporated suburbs in Clark County.[4][24] The freeway intersects State Route 14 (SR 14), a regional east–west freeway that connects to Downtown Vancouver and the Camas–Washougal area in a partial combination interchange on the north side of the river.[25] I-205 curves northwest to intersect Mill Plain Boulevard in a partial cloverleaf interchange and Northeast 18th Street in a half-diamond interchange before it continues north through predominantly residential neighborhoods. The six-lane freeway then reaches a cloverleaf interchange with another east–west freeway, SR 500, on the east side of the Vancouver Mall.[24][26] I-205 narrows to four lanes and travels northwest along LaLonde Creek to the community of Salmon Creek, where it terminates at an interchange with I-5.[4] The incomplete interchange is located southwest of Washington State University Vancouver and requires some movements from I-5 to and from Vancouver to be made via two half-diamond interchanges on Northeast 134th Street.[17][27]

Multi-use trail

[edit]
View of a narrow concrete pathway between freeway lanes, separated by a concrete barrier topped with metal railings.
The multi-use bicycle and pedestrian trail on I-205, seen in the median of the Glenn L. Jackson Memorial Bridge

A multi-use bicycle and pedestrian trail follows I-205 for much of its distance on the Oregon side of the Portland metropolitan area,[4] and connects to the Springwater Corridor trail near the Foster Road exit. The paved trail parallels the highway and the I-205 Transitway for 19 miles (31 km)[28] from Oregon City to Southeast 23rd Street in Vancouver.[29][30] The 12-foot-wide (3.7 m) trail is situated in the middle of the Glenn L. Jackson Memorial Bridge between lanes of traffic with 4.5-foot (1.4 m) barriers but has no access to Government Island.[31][32] The bridge was designed to support light rail trains in the median, which would replace the trail, but the route was not considered by transit authorities.[33] ODOT maintains the I-205 Trail but some trash-pickup and site-cleanup responsibilities were transferred to the Portland city government in 2018.[34][35]

History

[edit]

Planning and routing debate

[edit]
Black-and-white map of the Portland area showing several highways bisecting the city.
The general location of Portland-area freeways from the 1955 Bureau of Public Roads plan, including the Laurelhurst Freeway as an eastern bypass

In 1943, New York-based planner Robert Moses authored the Portland Improvement Plan, which included a "scenic thoroughfare" that would bypass Portland to the east and an inner loop of major roads in the downtown area.[36] An earlier comprehensive plan from 1912 had envisioned a series of arterial highways along the future corridor, which would lead to a bridge over the Columbia River via Government Island.[37] The corridor was among four Portland-area routes included in a 1955 plan from the federal Bureau of Public Roads (BPR) for what became the Interstate Highway System, which was approved one year later.[38][39] The Oregon State Highway Commission designated it as the Laurelhurst Freeway, running along Northeast 39th Avenue—now César E. Chávez Boulevard—through Laurelhurst neighborhood between Tualatin and crossing the Columbia River via a toll-free bridge.[40][41] The bridge's proposed location was later shifted west to Northeast 30th Avenue to accommodate a runway extension at Portland International Airport.[42]

The American Association of State Highway Officials approved I-205 as the designation for the Portland–Vancouver bypass freeway in November 1958.[3] In 1961, it was added to Washington's state highway system as a branch of Primary State Highway 1 and was renumbered to State Route 205 in 1964.[43][44] To connect with its parent route I-5 at Tualatin, the Laurelhurst Freeway would turn west to cross the Willamette River at Lake Oswego and travel along the south side of the lake. It was planned to be the last major freeway in the Portland area to be completed under the 1955 plan; construction was projected to be finished by 1974 at a cost of $70 million (equivalent to $547 million in 2023 dollars).[45][46][47] A corresponding western bypass of Portland was omitted from plans due to the topography of the Tualatin Mountains and a low population,[48] but in the 1960s was unsuccessfully proposed as the Rivergate Freeway.[49][50]

The first set of alternatives for the Laurelhurst Freeway, which was renamed the Central East Side Freeway and later referred to as I-205,[51] were presented to the public in 1961 and 1962 ahead of a formal routing study.[52][53] In December 1961, the Oregon State Highway Department presented five alternatives for the east–west section through Lake Oswego that drew opposition from community members and the local school district, which feared it would isolate the schools from homes.[54][55] The Laurelhurst Community Council also organized opposition to the freeway plans at public hearings the following month; local residents feared disruption of the neighborhood's character, and an influx of low-income and multi-family development.[56] In April 1963, responding to a petition drive from residents, the Lake Oswego City Council unanimously passed a resolution opposing any routing of I-205 in the city and a bridge over the Willamette River that would induce freeway construction.[57]

In September 1963, a series of public hearings were held by the Oregon State Highway Department for an alternative proposal for I-205. The new route would cross the Willamette River south of Lake Oswego but travel further east of Portland along 111th Avenue and cross the Columbia River east of the airport at Government Island. Another alternative would remove the Lake Oswego alignment in favor of an east–west route along Division Street and Powell Boulevard (US 26) from I-5 at the Marquam Bridge, which had already been proposed for the Mount Hood Freeway.[51][58] After initial disagreements, the city governments of West Linn and Milwaukie joined with a local chamber of commerce to support the Lake Oswego and 111th Avenue alternatives, while Lake Oswego remained opposed.[59][60]

The Oregon State Highway Commission promised in 1963 not to pursue a Lake Oswego alignment that year because it would not be possible with opposition from the city government, but delayed its final decision by several months.[61] In June 1964, the Portland–Vancouver Metropolitan Transportation Study (PVMTS) Technical Advisory Committee, a separate planning body formed in 1960 to produce a comprehensive plan,[62] submitted an alignment to the state that would follow Tryon Creek along the northern edge of Lake Oswego and turn northeast to run in a trench along Northeast 52nd Avenue through Milwaukie and Portland.[63][64] The route would then turn west to cross the Columbia River west of the airport and continue through eastern Vancouver along 54th Avenue towards Salmon Creek.[65][66]

The PVMTS-recommended route faced opposition from public officials in Vancouver, Lake Oswego, and Multnomah County;[67][68] as well as citizens at public hearings held in Milwaukie, eastern Portland, Lake Oswego, and Glencoe.[69][70] Other proposals from political and commercial groups included routing the east–west leg as far south as Canby and as far east as Gresham.[71] The Multnomah County government remained supportive of an east–west route that used the Mount Hood Freeway corridor, which would connect with a north–south leg along 96th Avenue in eastern Portland. The corridor was estimated to cost $38 million less (equivalent to $285 million in 2023 dollars)[45] than the PVMTS plan.[72][73] In early July, several neighborhood groups who opposed the 52nd Avenue route organized the Portland Citizens Freeway Committee; at a meeting in late August, the committee presented a petition with 7,000 signatures to the Oregon State Highway Commission.[74][75]

On October 14, 1964, in a report submitted to the Oregon State Highway Commission that proposed an eight-lane freeway that would cost approximately $90 million (equivalent to $676 million in 2023 dollars)[45] to construct, the Oregon State Highway Department endorsed the Mount Hood Freeway and 96th Avenue alignment for I-205.[76][77] The decision drew criticism from members of the PVMTS, particularly in Clark County on the Washington side,[78] and the Portland City Planning Commission despite the city's earlier support of the 96th Avenue alignment.[79][80] In early December, the Oregon State Highway Commission organized a week-long public hearing and exhibit for the proposed corridor at the Portland Public Auditorium,[81] which drew 600 to 700 people. At the hearing, the City of Gresham and City of Camas joined the Multnomah County Commissioners in their support of the 96th Avenue alignment, while the City of Portland declined to endorse a specific plan.[82][83]

The Oregon State Highway Commission had planned to send its own recommendation to the Bureau of Public Roads but delayed action due to a major flood in December 1964 that destroyed several highways.[84] The commissioners considered moving I-205 beyond Portland's city limits to avoid confrontations with the city government, which later opened negotiations after pressure from state legislators.[85][86] The commission endorsed the Mount Hood—96th Avenue alignment in March 1965.[87][88] The Portland Planning Commission responded with the 52nd Avenue alignment through Laurelhurst in lieu of wider arterial streets, and also ordered a new east–west option near the Sellwood Bridge and along Johnson Creek to avoid Lake Oswego.[89][90] In April, the Portland City Council voted 4–1 to reject the state's 96th Avenue alignment but took no action on the Planning Commission's proposed route.[91]

Facing a July 1965 deadline on the routing decision imposed by the Bureau of Public Roads, which was later extended to September, the Oregon State Highway Department turned to a new corridor that would avoid the city of Portland.[92] In May 1965, the department proposed an extended version of the 96th Avenue alignment that would continue further south, cross the Willamette River between Oregon City and West Linn, and turn west towards Tualatin.[93] The new alignment would be 3.7 miles (6.0 km) over the allocated mileage for I-205, which would require additional approval from the BPR, and had been previously proposed in March as part of the Central Clackamas Freeway.[93][94] The West Linn–96th alignment was given tentative approval by the BPR and was sent by the Oregon State Highway Commission to local governments in June as an "all or nothing" option.[95] While they continued to work on their favored Mount Hood alignment, the City of Portland agreed to cooperate with the state on the new I-205 alignment, which would pass through only a small portion of the Lents neighborhood.[96][97]

On September 8, 1965, the Portland City Council approved the state's West Linn–96th alignment for I-205 following the BPR's rejection of funds for the Mount Hood Freeway.[98][99] A day earlier, the Washington State Highway Commission, having rejected an earlier proposal from Clark County to extend the freeway to Ridgefield, approved the location of the freeway's bridge over the Columbia River at Government Island, as well as a tentative route through eastern Vancouver to Salmon Creek.[98][100] By October, the new Oregon alignment had gained the approval of all local governments along its route except for Washington County, which proposed a western bypass that was rejected by the state government.[49]

The Oregon State Highway Commission adopted the West Linn–96th alignment on November 19, 1965, and forwarded the proposal to the BPR for approval despite opposition from Washington County and residents at public hearings.[101][102] The Washington side's routing was finalized in late December and was also forwarded to the BPR.[103] The BPR approved the revised routing in Oregon in March 1966; this was followed two months later by approval of Washington's alignment.[104][105] I-205 was also integrated into the state highway system of Oregon as East Portland Freeway Highway No. 64 on April 21, 1966.[106] The 52nd Avenue alignment was revived as a separate freeway proposal in a long-term plan but was never fully funded.[107][108] In 1969, the federal government approved the Mount Hood Freeway as part of the relocation of I-80N (now I-84) from the existing Banfield Expressway; the new alignment would have been partially concurrent with I-205. The move was reversed in 1974 when the Mount Hood Freeway was canceled entirely in 1974.[109][110]

Tualatin–Clackamas construction

[edit]
View of a highway bridge on four columns crossing a river with low-rise buildings in the background.
I-205 crosses the Willamette River on the Abernethy Bridge, which opened in 1970.

Preliminary work on the West Linn–Oregon City bridge, now named the George Abernethy Bridge, began in April 1967 with piledriving to determine the bridge's foundation requirements.[111] Construction of the bridge would have required the closure of access to a popular fishing site on the Willamette River, causing local sport fishers to protest; a nearby site was later donated for use as a new boat launch and public fishing area.[112] Demolition for the bridge project, which included the destruction of an existing shopping center, began in January 1968, and construction of the bridge itself was underway a month later.[113][114] The George Abernethy Bridge opened to traffic on May 28, 1970, and cost $17.1 million to construct (equivalent to $104 million in 2023 dollars),[45] completing the first section of I-205.[115]

Construction on the second section of I-205, which spanned 8 miles (13 km) between I-5 in Tualatin and the bridge's approach in West Linn, began in 1968 and was completed on January 12, 1971. It cost $22.5 million (equivalent to $130 million in 2023 dollars)[45] and required the removal of 2.5 million cubic yards (1.9×10^6 m3) of soil and rock.[116] Work included the blasting of basalt cliffs for over a year during daytime hours.[117][118] Excavation for the project caused a series of landslides near West Linn in 1969 that severely damaged the city's reservoir, destroyed three homes, and delayed the opening by months;[116] after several months of water rationing, the reservoir was replaced with state funding the following year.[119]

The West Linn section's opening spurred new residential development in the area and was expected to cause major increases in smog density.[120][121][122] The section was designated as a state scenic highway to ban billboards and commercial development near Tualatin and also included the first rest area on I-205, which was built near West Linn.[123][124] In late 1972, the freeway was extended northeast from Oregon City to Gladstone,[125][126] connecting to an existing expressway bypass for OR 213 through Park Place that opened in July 1962.[127][128] The interchange with OR 99E on the east approach of the bridge was built on fill using debris from excavation of the West Linn section.[129] The final section in Clackamas County, connecting OR 213 at Lake Road to Sunnyside Road, opened in February 1975.[130]

Portland delays and design changes

[edit]

In June 1967, on its second attempt,[131] the neighborhood of Maywood Park near Rocky Butte incorporated as a city to halt construction of I-205 by filing suit against the state.[132][133] The lawsuit delayed planning; Maywood Park lost its case,[134] and appealed through county and state courts but in 1976, the city's final appeal to the U.S. 9th Circuit was denied. The court concluded Multnomah County had jurisdiction over the area at the time of the freeway's design approval.[135][136] I-205 was relocated from an elevated viaduct to a trench west of Maywood Park; freeway construction, however, required the demolition of 87 homes in the city.[137]

Another objection to the freeway's routing came from the Port of Portland, which had planned to extend the runways of Portland International Airport in a manner that would interfere with I-205's crossing of Government Island and the Columbia River.[138] Planning of the bridge, which would use dredged fill near Government Island for its southern approach, was halted until the U.S. Army Corps of Engineers approved the runway plans in August 1969.[139][140] The FHWA approved the bridge's basic design in September 1971;[141] the design was extensively modified after the runway extension plans were abandoned in 1973.[142] The lack of a runway expansion and its associated dredging work would necessitate a longer southern approach, which increased costs by $20 million (equivalent to $105 million in 2023 dollars)[45] and delayed planning by 20 months.[143][144] The bridge plans were also modified to include a bicycle and pedestrian path in the median to comply with the Oregon Bicycle Bill.[145]

In 1967, the Oregon state government began acquisition of homes, businesses, and other properties on the future route of I-205, either through buyouts or condemnation. The buildings were auctioned for relocation to clear the right-of-way.[146][147] Several business owners in eastern Portland appealed to state legislators for compensation, financial assistance for moving, and a year to relocate after freeway construction displaced them.[148][149] A group representing the Clackamas Industrial Area, which was to be bisected by I-205, requested a study in 1967 to find a new route that would avoid the industrial park.[150][151] The study concluded that an alternative alignment would be infeasible and displace nearby homes, which led to a 1969 decision by the commission to retain the original plan.[152][153]

Under the initial design proposed in 1970 for I-205 through Portland, the freeway would be eight to ten lanes wide, and would carry a portion of I-80N between the Mount Hood Freeway and Banfield Expressway.[154] The Portland and Multnomah County governments raised concerns about noise and air pollution near Lents School and the Rocky Butte Jail, the latter of which would sit 50 feet (15 m) from the freeway, and requested several design changes with a full environmental impact statement (EIS).[155][156] The state's draft EIS, which was published in 1972, concluded I-205 would not have a major adverse impact on the local area but the Multnomah County environmental planner criticized it for not considering a "no build" option.[157][158]

Aerial image of a wide freeway at an interchange that also includes a two-track light rail line.
Aerial view of I-205 at Southeast Division Street in Portland with the MAX Green Line running parallel to the freeway

On July 2, 1974, the Multnomah County Board of Commissioners voted 3–2 to revoke their approval for the design of I-205 within the county. Board commissioners Donald Clark and Mel Gordon had proposed the move to force negotiations to reduce the freeway to eight lanes, remove several interchanges, add a transit corridor, and replace elevated sections with trenches.[159] Several anti-freeway groups which had filed air pollution complaints with the state, including the Sierra Club, the Oregon Environmental Council, End Needless Urban Freeways (ENUF), and Sensible Transportation Options for People (STOP), supported the proposed changes, and added calls to include provisions for a busway or light rail line on the corridor.[36][160] The Federal Highway Administration—successor to the BPR—denied a request from the county to withdraw its support and funding for the original design, and instead authorized the Oregon Department of Transportation (ODOT)—successor to the Highway Department—to advertise bids for the southernmost section in February 1975.[161] The Portland City Council called on the state and county to seek a compromise but endorsed the modified design with a busway.[162]

ODOT released the second draft EIS in February 1975; it concluded that constructing I-205 as originally designed would reduce congestion on other corridors but would cause increased air and noise pollution along the route, particularly in Lents and Maywood Park. The report also found freeway construction would destroy trees and other vegetation near Rocky Butte and on Government Island.[163] In July 1975, Governor Bob Straub and Multnomah County officials announced a general compromise on a six-lane design for I-205 with seven transit stations connected by a busway, pending federal approval.[164] At hearings, state legislators from eastern Multnomah County and members of the public criticized the design, which also reduced the number of full interchanges, as being inadequate for the area's needs.[165][166] In January 1976, as part of a pressure campaign to support the eight-lane design with additional interchanges, businessman Fred G. Meyer announced plans to build a Fred Meyer store and motel in the Gateway area.[167]

In late 1975, as a compromise between the competing proposals, ODOT engineers conceived a third design incorporating a six-lane freeway with seven interchanges that alternated between partial and full access, a separated busway, and a bicycle trail.[168][169] The FHWA initially opposed the busway design and were concerned about the safety of partial interchanges,[170] but later withdrew their complaints following further design changes and endorsed the third concept in December.[36][171] The Multnomah County Board of Commissioners endorsed the third design in February 1976 and Portland City Council followed later in the month, allowing it to be included in the EIS.[172][173][174] In June, following a positive reception for the revised design at a public hearing, the Portland City Council and Multnomah County Commissioners approved construction of I-205 by unanimous votes.[175][176] The final EIS was published in July and submitted to the FHWA, which granted its approval in October 1976.[177] The state government acquired 1,448 properties on the I-205 route, mostly by the end of 1973 and at a cost of $120 million (equivalent to $577 million in 2023 dollars);[45] the properties were cleared while the state government waited for the design changes.[178][179]

Portland and Vancouver construction

[edit]
View of several high columns emerging from the water with a crane between them
Construction of the Glenn L. Jackson Memorial Bridge viewed from the Columbia River

Construction of the 11-mile (18 km) section on the Washington side of the river began in July 1971.[180] Early work on the section in northeastern Vancouver was briefly interrupted following the discovery of a seasonal campsite used by Coast Salish peoples, which necessitated an archeological dig.[181] The Washington section cost $35 million (equivalent to $154 million in 2023 dollars)[45] to construct; it opened to traffic in two stages without formal ceremonies.[180] The northern section from Northeast 83rd Street to I-5 opened on August 22, 1975,[182] and the southern section from SR 14 to Northeast 83rd Street opened on December 22, 1976.[183][184] A new shopping center, the Vancouver Mall, was built at the I-205 and SR 500 interchange to attract cross-state traffic, and opened in 1977.[185]

Construction of the first Portland section, which extended I-205 by 2.7 miles (4.3 km) from Sunnyside Road to Foster Road in southeastern Portland, began in early 1975.[186] It opened to traffic on January 26, 1976, following a month-long delay caused by a shortage of signs and gantries.[187][188] The state government awarded contracts for the remaining sections in Portland in 1977, with grading and preliminary work beginning that year.[189] The second section, between Foster Road and Powell Boulevard (US 26), opened in February 1981 at a cost of $23 million (equivalent to $65.3 million in 2023 dollars).[45] It comprised one mile (1.6 km) of the freeway, and a braided interchange with ramps to Powell Boulevard and Division Street.[190]

Construction of Glenn L. Jackson Memorial Bridge over the Columbia River, which is named for Oregon highway commissioner Glenn Jackson, began with a groundbreaking ceremony on August 23, 1977.[191] Its construction used 592 post-tensioned segmental boxes that were lifted into place, a method that was relatively new to the U.S. at the time,[192] and cost $175 million (equivalent to $468 million in 2023 dollars)[45] to build.[23][193] The bridge was opened to traffic on December 15, 1982, along with a link to the eastern portion of the Banfield Freeway (I-84) and two intermediate interchanges.[194][195] The bicycle and pedestrian path on the bridge, part of a longer system along I-205, was opened the following year.[196] The completion of the Glenn L. Jackson Bridge spurred major industrial and residential development in eastern Vancouver, and transformed it into a bedroom community that was characterized as urban sprawl.[197][198] The planned growth around I-205 and its potential to encroach on the Columbia River Gorge led to calls for a national scenic area, which was established in 1986 to protect the area from development.[199][200]

The final section of I-205, which spanned 6.6 miles (10.6 km) from Division Street to the northern junction with the Banfield Freeway, opened to traffic on March 8, 1983.[201][202] Its completion was delayed by the pending transfer of prisoners from the Rocky Butte Jail to the new Multnomah County Jail in Downtown Portland. A series of high fences were temporarily built to mitigate air and noise pollution until the transfer was completed.[203][204] The old jail was closed in November 1983 and was demolished the following year to make way for the remainder of the southern interchange with the Banfield Freeway.[205][206] The Division–Banfield section of I-205 initially opened with four through lanes, which was expanded to six in December 1984.[207] The full southern interchange was opened in 1985, coinciding with the widening of I-84 to accommodate expected traffic from I-205.[208][209] The estimated total cost of I-205 construction in 1983 was $375 million (equivalent to $964 million in 2023 dollars).[45][201]

A light rail train with two cars enters a shallow, two-track tunnel under a freeway
A MAX Green Line train entering a tunnel under I-205 near Division Street

The parallel transitway on the I-205 corridor was graded but left unfinished. It ran to the west of the freeway from Foster Road to a tunnel near Division Street, and switched to the east side through Gateway and the median from Rocky Butte to Columbia Boulevard.[36][210] While initially envisioned for use by buses, TriMet and Metro pursued a light rail line that would connect with the existing Banfield line—now the MAX Blue Line—which opened in 1986 along the I-84 corridor.[211] Congress approved the reallocation of federal funds in 1987, and was formally submitted to the FHWA by the Oregon state government in 1989.[212] A short section of the transitway was used for the Banfield line and the northern section was incorporated into the MAX Red Line, which opened in 2001 to serve Portland International Airport.[213] The remainder of the transitway from Gateway to Clackamas was built out as part of the MAX Green Line, which opened in 2009.[214]

Later developments

[edit]

Several infill interchanges were added to I-205 as new development on the corridor contributed to increased traffic congestion on the freeway and adjacent streets. Between 1983 and 1985, traffic volumes on the freeway had increased by a third.[215] In December 1984, a split interchange with Stark and Washington streets near Mall 205 was expanded to include ramps to Glisan Street and a frontage road.[216] An interchange with Lester Avenue—now Johnson Creek Boulevard—was proposed in the late 1980s to relieve congestion at the nearby Sunnyside Road interchange, which by 1989 had become the busiest in Oregon.[217] The new interchange, which was approved despite opposition from local residents, was completed in November 1990 at a cost of $6.9 million (equivalent to $14.2 million in 2023 dollars).[45][218][219]

The opening of the Glenn L. Jackson Bridge reduced traffic on the older Interstate Bridge from over 116,000 vehicles per weekday in 1982 to 96,000 in 1986; Glenn L. Jackson Bridge carried 61,000 vehicles in 1986 and has a capacity of 140,000 daily vehicles.[220] By 1996, traffic on the bridge had exceeded that on the Interstate Bridge, and I-205 was used the following year as a major detour route during repairs to the older bridge.[221][222] For several months in 2000, the Glenn L. Jackson Bridge underwent weekend closures to allow for the replacement of its expansion joints, which had been damaged by increased traffic.[223] The Clackamas River Bridge on I-205 in Gladstone underwent similar expansion joint replacements over an eleven-month period in 2001.[224]

To manage congestion, ODOT installed ramp meters at 11 locations along I-205 from 1999 to 2001 and worked with Metro to study other solutions, which were deemed infeasible due to a lack of funds for substantial construction.[225][226] The Sunnyside Road interchange, which handled 50,000 daily vehicles and remained congested due to growth at the Clackamas Town Center, was rebuilt from 2001 to 2003 at a cost of $28 million (equivalent to $46 million in 2023 dollars).[45][227] The project split the interchange between Sunnyside Road and an extended Sunnybrook Boulevard to the south with frontage roads between the two overpasses.[228] In 2007, at the suggestion of congressperson Darlene Hooley, a 3-mile (4.8 km) section of the freeway from Tualatin to West Linn was widened to six lanes through the reuse and upgrade of temporary lanes that were constructed for a repaving project.[229]

The Washington state government funded two improvements to the Mill Plain Boulevard interchange on I-205 in Vancouver through its 2003 and 2005 legislative packages. The first stage, which was completed in October 2009, added an offramp to Chkalov Drive (named for Soviet pilot Valery Chkalov)[230] to bypass its congested intersection with Mill Plain.[231] The second project added a set of braided ramps to a new interchange with Northeast 18th Street, which opened in July 2016 at a cost of $40.6 million.[232] Both projects were proposed in the 1990s, initially as a split interchange with 18th and 28th streets, amid a development moratorium on Mill Plain that the City of Vancouver imposed due to traffic congestion.[233]

The freeway's concurrency with OR 224 near Clackamas was eliminated in 2016 with the opening of the Sunrise Expressway, when OR 224 was realigned to bypass a section of OR 212.[234][235] In 2017, ODOT began a major repaving and modernization project on the Oregon section of I-205, which was funded with $30 million from the state's new transportation package.[236] The project was completed in 2020 at a cost of $60 million,[237] and included the addition of a variable speed limit and variable message signs, new stormwater treatment facilities, and the construction of auxiliary lanes near OR 224 and between Powell Boulevard and I-84.[238][239]

Future plans

[edit]

In the 2020s, ODOT plans to reconstruct a seven-mile (11 km) section of I-205 in Clackamas County between Stafford Road and OR 213 in the 2020s to add a third through lane in each direction and conduct seismic upgrades to Abernethy Bridge and Tualatin River bridge.[240][241] The program began construction in July 2022 and is scheduled to last until 2028, and was originally estimated to cost $700 million.[242][243][244] Part of the costs would be funded through variable tolling that was scheduled to begin as early as 2024 pending federal approval, which drew opposition from the public but was approved by the state government in 2018.[243][245] In May 2023, governor Tina Kotek deferred all toll collection until 2026 and the formation of a legislative subcommittee to review plans.[246] Due to the loss of toll revenue, the second phase was deferred indefinitely; the bridge replacement and widening program is expected to cost $1.36 billion.[247] ODOT announced in September 2023 that it would cancel plans to toll the Tualatin River bridge and defer the third lane between Tualatin and Oregon City due to a lack of funding.[248]

In the 1990s, the states of Oregon and Washington began planning a replacement for the Interstate Bridge, which later became the Columbia River Crossing program of the 2000s and 2010s. Among the options considered was a north–south light rail line on either I-5 or I-205 to connect Vancouver to the rest of the MAX Light Rail system.[249] Glenn L. Jackson Bridge had been deemed capable of handling the weight of light rail vehicles in the 1980s but would require extensive renovations.[250][251] A replacement crossing at the site of the Interstate Bridge with light rail capabilities was later chosen for the program, which was shelved in 2014 following disagreements on funding and the final design of the bridge.[252]

The replacement bridge would have been funded by tolls on I-5 that would increase daily traffic on the Glenn L. Jackson Bridge by 40,000 vehicles, which led to calls to also toll I-205.[253][254] The second iteration of the Columbia River Crossing program, which was revived in 2019 as the Interstate Bridge Replacement Program, proposes tolling both I-5 and I-205 to fund the project, and to serve as congestion pricing to deter driving.[255][256] Long-term plans from the Southwest Washington Regional Transportation Council, the planning body for Clark County, include making improvements to several interchanges on I-205 by 2040.[257]

Exit list

[edit]

Mileposts and exit numbers carry over from Oregon to Washington.[258]

StateCountyLocationmi[1][2]kmExitDestinationsNotes
OregonWashingtonTualatin0.000.00 I-5 – Salem, PortlandSouthern terminus
Clackamas​3.165.093Stafford Road – Lake Oswego
West Linn6.4010.30610th Street
8.8214.198 OR 43 – West Linn, Lake OswegoBicycles permitted southbound and prohibited northbound[259]
Willamette River9.1314.69Abernethy Bridge
Oregon City9.2914.959 OR 99E – Downtown Oregon City, Gladstone
10.2416.4810
 OR 213 south – Oregon City, Molalla		Southern end of OR 213 concurrency
Gladstone11.0517.781182nd Drive – Gladstone
​12.6720.3912


 OR 212 east to OR 224 east – Damascus, Estacada		Northbound signage
12A
 OR 212 east – Damascus		Southbound signage
12BRoots Road – Johnson City
​13.11–
13.39		21.10–
21.55		13
 OR 213 north (82nd Avenue) / OR 224 – Milwaukie		Northbound signage; northern end of OR 213 concurrency
OR 224 – Estacada, MilwaukieSouthbound signage
​14.31–
14.58		23.03–
23.46		14Sunnybrook Boulevard / Sunnyside Road
​16.2426.1416Johnson Creek Boulevard
MultnomahPortland17.8528.7317Foster Road
19.12–
19.61		30.77–
31.56		19 US 26 (Powell Boulevard) / Division StreetLimited southbound access to/from Powell Boulevard; no northbound entrance from eastbound Division Street
20.57–
21.12		33.10–
33.99		20Washington Street / Stark StreetNorthbound signage
21AGlisan Street
Glisan Street / Stark StreetSouthbound signage
21.5934.7521B

 I-84 west / US 30 west – Portland
22.6136.3922

 I-84 east / US 30 east – The Dalles
23.6838.1123A

 US 30 Byp. east (Sandy Boulevard)
23B

 US 30 Byp. west (North Lombard Street)
24.6539.6724 Airport Way – Portland AirportSigned northbound as exits 24A (west) and 24B (east)
Columbia River26.5642.74Glenn L. Jackson Memorial Bridge; Oregon–Washington state line
WashingtonClarkVancouver27.2143.7927 SR 14 – Vancouver, CamasBicycles permitted northbound and prohibited southbound[260]
28.3045.5428Mill Plain BoulevardSigned northbound as exits 28A (east) and 28B (west)
28CNortheast 112th AvenueNorthbound exit only
29.3147.1729Northeast 18th StreetNorthbound exit and southbound entrance
30.9749.8430ANortheast Gher Road / Northeast 112th AvenueSouthbound exit is via exit 30
30 SR 500 – Vancouver City CenterSigned northbound as exits 30B (east) and 30C (west)
31.0850.02Vancouver Mall (Fourth Plain Boulevard)No northbound exit
33.0253.1432Padden Parkway / Northeast Andresen Road – Battle Ground
​36.7259.1036Northeast 134th Street – WSU Vancouver
​37.1359.75
 I-5 north – Seattle		Northern terminus; northbound exit and southbound entrance
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

References

[edit]
  1. ^ a b Road Inventory and Classification Services (October 2019). "Straightline Charts: East Portland Freeway Highway No. 64" (PDF). Oregon Department of Transportation. Archived (PDF) from the original on October 29, 2021. Retrieved October 28, 2021.
  2. ^ a b Multimodal Planning Division (January 4, 2021). State Highway Log Planning Report 2020, SR 2 to SR 971 (PDF) (Report). Washington State Department of Transportation. pp. 1172–1176. Retrieved October 28, 2021.
  3. ^ a b Johnson, A. E. (November 10, 1958). "Correspondence to W. A. Bugge". American Association of State Highway Officials. pp. 1–2. Archived from the original on October 2, 2020. Retrieved September 29, 2020.
  4. ^ a b c d "Corridor Sketch Summary – I-205: Columbia River to I-5 Jct (Salmon Creek)" (PDF). Washington State Department of Transportation. April 2, 2018. Archived (PDF) from the original on November 23, 2021. Retrieved July 17, 2020.
  5. ^ National Highway System: Portland, OR–WA (PDF) (Map). Federal Highway Administration. May 10, 2019. Archived (PDF) from the original on July 17, 2020. Retrieved July 17, 2020.
  6. ^ "Transportation Commission List of Highways of Statewide Significance" (PDF). Washington State Transportation Commission. July 26, 2009. Archived from the original (PDF) on October 26, 2020. Retrieved July 17, 2020.
  7. ^ "Cross Reference Table of Highway Route Number to State Highway Number" (PDF). Oregon Department of Transportation. 2018. p. 3. Archived (PDF) from the original on July 24, 2020. Retrieved July 17, 2020.
  8. ^ Stewart, Bill (November 2, 2000). "Interstate 205 will be marked as memorial tribute to veterans". The Oregonian. p. D5.
  9. ^ "Salute to veterans takes to the highway". The Columbian. November 4, 2012. Archived from the original on July 17, 2020. Retrieved July 17, 2020.
  10. ^ ODOT Transportation Data Section and Transportation Systems Monitoring Unit (October 2019). "2018 Transportation Volume Tables" (PDF). Oregon Department of Transportation. pp. 88–89. Archived (PDF) from the original on July 17, 2020. Retrieved July 17, 2020.
  11. ^ Traffic GeoPortal (Map). Washington State Department of Transportation. Archived from the original on July 18, 2020. Retrieved July 17, 2020.
  12. ^ Theen, Andrew (October 25, 2019). "'We can't spend forever to do it': New bistate committee meets on Interstate Bridge talks". The Oregonian. Archived from the original on July 21, 2020. Retrieved July 20, 2020.
  13. ^ "Columbia River Bridges". Southwest Washington Regional Transportation Council. Archived from the original on February 7, 2019. Retrieved August 11, 2022.
  14. ^ Goetze, Janet (October 14, 1994). "Rest area unrest". The Oregonian. p. B2.
  15. ^ "I-205/Abernethy Bridge: A Resilient Future" (PDF). Oregon Department of Transportation. 2016. p. 3. Retrieved July 16, 2020.
  16. ^ Patty, Stanton H. (April 29, 2004). "Oregon City: Amtrak adds pioneers' 2,000-mile destination to passenger-train route". The Seattle Times. p. G26. Archived from the original on July 18, 2020. Retrieved July 16, 2020.
  17. ^ a b c d e "Interstate 205" (Map). Google Maps. Retrieved July 16, 2020.
  18. ^ a b c d Oregon 2019–2021 Official State Map (PDF) (Map). Oregon Department of Transportation. April 2019. Portland and Vicinity inset. Archived (PDF) from the original on July 17, 2020. Retrieved July 16, 2020.
  19. ^ Clackamas County Road Map (Map). Clackamas County GIS. July 2020. Archived from the original on July 17, 2020. Retrieved July 16, 2020.
  20. ^ TriMet System Map (PDF) (Map). TriMet. Archived (PDF) from the original on February 10, 2019. Retrieved July 16, 2020.
  21. ^ a b c East Portland Community Office (PDF) (Map). City of Portland Office of Community & Civic Life, Bureau of Planning and Sustainability. March 5, 2019. Archived (PDF) from the original on July 17, 2020. Retrieved July 16, 2020.
  22. ^ Spencer, Malia (March 17, 2020). "Portland launches $150K small biz grant for Jade District, with possible expansion to others". Portland Business Journal. Archived from the original on June 15, 2021. Retrieved July 16, 2020.
  23. ^ a b "It's a fact: I-205 Bridge ready". The Columbian. December 12, 1982. p. A1. Archived from the original on July 17, 2020. Retrieved July 16, 2020.
  24. ^ a b Washington State Department of Transportation (2014). Washington State Highways, 2014–2015 (PDF) (Map). 1:842,000. Olympia: Washington State Department of Transportation. Vancouver inset. Retrieved July 17, 2020.
  25. ^ "SR 205 – Exit 27: Junction SR 14" (PDF). Washington State Department of Transportation. March 19, 2014. Archived (PDF) from the original on September 19, 2021. Retrieved July 17, 2020.
  26. ^ "SR 205 – Exit 30: Junction SR 500/Vancouver Mall Drive" (PDF). Washington State Department of Transportation. March 6, 2018. Archived (PDF) from the original on July 17, 2020. Retrieved July 17, 2020.
  27. ^ "SR 5 – Exit 7: Junction SR 205/NE 134th Street/139th Street" (PDF). Washington State Department of Transportation. August 10, 2016. Archived (PDF) from the original on September 19, 2021. Retrieved July 17, 2020.
  28. ^ "Regional trails system". Metro. December 16, 2014. Archived from the original on October 17, 2021. Retrieved October 17, 2021.
  29. ^ I-205 Multi-Use Path: Bike and Pedestrian Route (Map). Oregon Department of Transportation. 2009. Archived from the original on October 17, 2021. Retrieved October 17, 2021 – via State Library of Oregon Digital Collections.
  30. ^ I-205 Bridge Bicycling Connections (Map). Portland Bureau of Transportation. August 2012. Archived from the original on July 28, 2021. Retrieved October 17, 2021.
  31. ^ Winslow, Larry (December 12, 1982). "Bicyclists will sniff fumes en route to Oregon getaways". The Columbian. p. A2.
  32. ^ Heffernan, Jack (November 14, 2020). "Cyclists clear leaves, debris from Vancouver starting point of I-205 bike path". The Columbian. Archived from the original on October 17, 2021. Retrieved October 17, 2021.
  33. ^ Kessinger, Cathy (February 9, 1995). "Gordon backs I-205 light-rail route". The Columbian. p. A3. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  34. ^ "Needles, disposable masks, debris litter I-205 bike trail, KATU meteorologist says". KATU. June 11, 2021. Archived from the original on October 17, 2021. Retrieved October 17, 2021.
  35. ^ Harbarger, Molly (December 19, 2018). "Portland taking over homeless camp cleanups for ODOT". The Oregonian. Archived from the original on October 16, 2021. Retrieved October 17, 2021.
  36. ^ a b c d Kramer, George (May 2004). The Interstate Highway System in Oregon: A Historic Overview (PDF) (Report). Oregon Department of Transportation. pp. 58–62. Archived (PDF) from the original on August 30, 2021. Retrieved July 22, 2020 – via State Library of Oregon Digital Collections.
  37. ^ Holm, Don (August 8, 1965). "City Freeway Proposals Born As Early As 1912". The Oregonian. sec. 3, p. 11.
  38. ^ "3 Oregon Cities Get Upped Road Rating". The Oregon Journal. United Press International. September 29, 1955. p. 17.
  39. ^ General Location of ⁠National System of Interstate Highways. Bureau of Public Roads. 1955. p. 71. OCLC 4165975. Archived from the original on October 9, 2021. Retrieved July 22, 2020 – via WikiSource.
  40. ^ "Baldock Proposal Centers On City Freeway System". The Oregonian. June 29, 1955. p. 33.
  41. ^ "Highway Body Seeks U.S. Subsidy To Permit Toll-Free River Bridge". The Oregonian. October 1, 1957. p. 15.
  42. ^ "Super Highway Routes Visioned". The Oregon Journal. October 12, 1955. p. 3.
  43. ^ "Chapter 21: Highways" (PDF). Session Laws of the State of Washington, 1961 extraordinary session. Washington State Legislature. April 3, 1961. p. 2616. Archived (PDF) from the original on January 20, 2022. Retrieved October 18, 2021.
  44. ^ "Identification of State Highways: Legislative Highway Numbers With Corresponding Sign Route Numbers" (PDF). Washington State Highway Commission. December 1, 1965. p. 8. Archived (PDF) from the original on August 30, 2021. Retrieved October 18, 2021.
  45. ^ a b c d e f g h i j k l m Johnston, Louis; Williamson, Samuel H. (2023). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved November 30, 2023. United States Gross Domestic Product deflator figures follow the MeasuringWorth series.
  46. ^ Running, Jim (March 21, 1959). "Portland Freeways To Gobble U.S. Aid". The Oregon Journal. p. 2.
  47. ^ "Highway Costs In City To Hit $240 Million; Estimates Cover Next 2 Decades". The Oregonian. January 18, 1961. p. 1.
  48. ^ Edwards, Herman (August 27, 1961). "Baldock Completion To Change Portland Driving Habits". The Oregonian. p. 1.
  49. ^ a b "County Proposes New I-205 Route; Highway Chief Swiftly Rejects It". The Oregonian. October 19, 1965. p. 9.
  50. ^ "Long-Range Planners Propose 14 Freeways". The Oregonian. July 19, 1969. sec. 3, p. 6.
  51. ^ a b Edwards, Herman (August 19, 1963). "East Portland Freeway Interstate Plan To Get New Name But Still Hot Highway Potato". The Oregonian. sec. 3, p. 6.
  52. ^ "Laurelhurst Studies Set". The Oregonian. April 25, 1962. sec. 3, p. 5.
  53. ^ Edwards, Herman (March 12, 1962). "Storm Clouds Gather Over Proposed Laurelhurst Freeway". The Oregonian. p. 6.
  54. ^ Sanderson, William (December 22, 1961). "Lake Oswego School Board Opposes Road Dividing District". The Oregonian. p. 14.
  55. ^ "Oswego Women Prepare To Oppose Routing Of Freeway". The Oregonian. March 4, 1962. p. 37.
  56. ^ "Laurelhurst, Shattuck Citizens Weigh Proposed Freeway Effects". The Oregonian. January 19, 1962. p. 18.
  57. ^ "Lake Oswego City Council Agrees To Oppose Construction Of New Bridge, Freeway". The Oregonian. April 17, 1963. p. 15.
  58. ^ "Alternates Of Bypass Get Study". The Oregonian. August 6, 1963. p. 1.
  59. ^ "Freeway Route Plan Due For Disclosure". The Oregonian. September 4, 1963. p. 15.
  60. ^ Edwards, Herman (September 5, 1963). "State Won't 'Force' Freeway On Opponents Of Route Through Oswego". The Oregonian. p. 11.
  61. ^ "Lake Oswego's Fear Of Road Route Eased". The Oregon Journal. April 24, 1964. p. 2.
  62. ^ Holm, Don (June 14, 1964). "New Freeway Route Result Of 4-Year Study By Computers". The Oregonian. p. 42.
  63. ^ Ostergren, Jack (June 18, 1964). "Below Level Freeway Planned In East Portland". The Oregon Journal. p. 2.
  64. ^ "Freeway Route Sent To State For Formal OK". The Oregonian. June 18, 1964. p. 1.
  65. ^ Ostergren, Jack (June 11, 1964). "Proposed North-South Freeway Follows 52nd Avenue Through East Portland". The Oregon Journal. p. 8.
  66. ^ Holm, Don (June 11, 1964). "52nd Avenue Freeway Route Recommended". The Oregonian. p. 1.
  67. ^ "Freeway Opposition Voiced In Vancouver". The Oregon Journal. June 17, 1964. p. 1.
  68. ^ Reid, J. Edward (June 17, 1964). "Opposition To Route Unchanged". The Orgeon Journal. p. 8.
  69. ^ Green, Miles (June 23, 1964). "Freeway Route Encounters Opposition At Milwaukie, Glencoe Meetings". The Oregon Journal. p. 4.
  70. ^ Green, Miles (June 24, 1964). "Freeway Location Opposed". The Oregon Journal. p. 3.
  71. ^ "Anti-Freeway Bandwagon Rolls As Clackamas County Petitions Circulate". The Oregonian. June 28, 1964. p. 22.
  72. ^ "County To Resist 52nd Freeway; 96th Ave. Supported For Route". The Oregon Journal. June 30, 1964. p. 1.
  73. ^ Sanderson, William (July 5, 1964). "Controversy Flares Over Cost Estimates On Proposed Routes For Interstate Freeway". The Oregonian. p. 31.
  74. ^ "Protesters Organize". The Oregon Journal. July 9, 1964. p. 8.
  75. ^ "Antifreeway Forces Attend State Highway Meeting To Protest New Route". The Oregonian. August 28, 1964. p. 25.
  76. ^ "State OKs 96th Ave. Freeway". The Oregon Journal. October 14, 1964. p. 1.
  77. ^ Sullivan, Ann (October 10, 1964). "State Engineer Backs 96th Avenue Freeway; East Route For I-205 Wins Nod". The Oregonian. p. 1.
  78. ^ "Freeway Decision Assailed". The Oregon Journal. October 20, 1964. p. 1.
  79. ^ "City Opposes I-205 Route". The Oregonian. October 21, 1964. p. 20.
  80. ^ "96th Freeway Draws Protest In City Council". The Oregonian. October 21, 1964. p. 1.
  81. ^ Sanderson, William (December 6, 1964). "Interstate 205 Faces Scrutiny". The Oregonian. p. 1.
  82. ^ Sanderson, William (December 12, 1964). "Charges of 'Deceit, Cynicism' Flung At Roads Commission". The Oregonian. p. 8.
  83. ^ Ostergren, Jack (December 12, 1964). "City Noncommittal On I-205; County Backs 'Hood' Routing". The Oregon Journal. p. 3.
  84. ^ "I-205 Decision Set Aside As Highway Office Works To Repair Flood Damaged Roads". The Oregonian. January 24, 1965. p. F7.
  85. ^ Sanderson, William (January 28, 1965). "I-205 Freeway Dispute May Shove Route Outside Portland City Limits". The Oregonian. p. 1.
  86. ^ Tippens, Jerry (February 24, 1965). "City Gets Freeway Ultimatum". The Oregon Journal. p. 1.
  87. ^ "Hood Route Selected For Interstate 205". The Oregon Journal. Associated Press. March 11, 1965. p. 1.
  88. ^ Federman, Stan (March 12, 1965). "State Freeway Planners Pick 96th Avenue Route". The Oregonian. p. 1.
  89. ^ "City Planners To Offer New Freeway Route". The Oregonian. March 19, 1965. p. 1.
  90. ^ Ostergren, Jack (April 1, 1965). "Planners Say 52nd Ave. Route Checks 'Traffic Blight'". The Oregon Journal. p. 4.
  91. ^ Ostergren, Jack (April 8, 1965). "City Kills Hood Route; Bowes Lashes State's 'Tactics'". The Oregon Journal. p. 2.
  92. ^ "State Proposes Alternate Route For Controversial I-205 Link". The Oregonian. May 14, 1965. p. 26.
  93. ^ a b Federman, Stan (May 14, 1965). "State Eyes West Linn-96th Avenue Freeway Proposal". The Oregonian. p. 1.
  94. ^ Federman, Stan (March 17, 1965). "Major North-South Freeway May Come True For Clackamas County". The Oregonian. p. 19.
  95. ^ Sculz, Blaine (June 5, 1965). "I-205 Planners Offer West Linn Or Northing". The Oregonian. p. 1.
  96. ^ Federman, Stan (June 5, 1965). "Reaction Varies On Freeway Route Plan". The Oregonian. p. 6.
  97. ^ Ostergren, Jack (June 29, 1965). "City, State Planners OK Freeway". The Oregon Journal. p. 1.
  98. ^ a b "I-205 Freeway Route Draws Nod". The Oregonian. September 9, 1965. p. 14.
  99. ^ Federman, Stan (August 11, 1965). "State Switches To West Linn-96th Route For I-205; City Okays Mt. Hood Road Plan". The Oregonian. p. 1.
  100. ^ "County Asks I-205 Switch". The Oregonian. June 11, 1965. sec. 3, p. 8.
  101. ^ Olmos, Robert (November 20, 1965). "State Picks Route For Controversial I-205". The Oregonian. p. 1.
  102. ^ Stark, Zan (November 19, 1965). "96th Avenue Freeway Wins State's Approval". The Oregon Journal. United Press International. p. 1.
  103. ^ "I-205 Plan Bypasses Vancouver". The Oregon Journal. Associated Press. December 21, 1965. p. 1.
  104. ^ "West Linn I-205 Route OKd". The Oregon Journal. March 9, 1966. p. 2.
  105. ^ "New Freeway Route Approved!". Washington Highway News. Vol. 13, no. 1. Washington State Department of Highways. May 1966. p. 27. OCLC 29654162. Archived from the original on October 18, 2021. Retrieved October 18, 2021 – via WSDOT Library Digital Collections.
  106. ^ Engineering Automation Section, Engineering and Technical Services (March 2020). "History of Highways in Oregon" (PDF). Oregon Department of Transportation. p. 64-2. Archived (PDF) from the original on August 30, 2021. Retrieved October 18, 2021.
  107. ^ "Renewed Controversy Expected At New 52nd Ave. Freeway Bid". The Oregon Journal. August 17, 1966. p. 4.
  108. ^ Mershon, Andrew (September 25, 1966). "Portland's Future Highways Are Already On The Maps". The Oregonian. p. F6.
  109. ^ "State To Explain Two Proposals For Route Of Mt. Hood Freeway From Willamette East". The Oregonian. April 10, 1969. p. 35.
  110. ^ Mesh, Aaron (November 4, 2014). "Feb. 4, 1974: Portland kills the Mount Hood Freeway". Willamette Week. Archived from the original on October 18, 2021. Retrieved October 18, 2021.
  111. ^ "First Operations Begin On Bridge Construction". The Oregonian. April 7, 1967. p. 20.
  112. ^ Holm, Don (March 26, 1968). "Riverfront Saved At Oregon City". The Oregonian. p. 4.
  113. ^ "Path Cleared For New Bridge". The Oregon Journal. January 8, 1968. sec. 3, p. 4.
  114. ^ Ferschweiler, Tom (March 7, 1968). "I-205 Design Will Cut Monotony Danger". The Oregon Journal. p. ME2.
  115. ^ Goranson, Eric (May 29, 1970). "First I-205 Link Opened By McCall". The Oregon Journal. p. 4.
  116. ^ a b Bacon, Leonard (September 24, 1970). "Slides Plague I-205 Project At West Linn". The Oregonian. p. 24.
  117. ^ "Officials Open New I-205 Link". The Oregon Journal. January 12, 1971. p. 4.
  118. ^ "Residents Warned Of Blasting In West Linn". The Oregon Journal. September 26, 1968. p. ME1.
  119. ^ Bacon, Leonard (July 3, 1970). "New 600,000 Gallon Reservoir To End West Linn Water Rationing". The Oregonian. p. 9.
  120. ^ "Freeway 'Opens' West Linn Area To Developers". The Oregon Journal. January 12, 1972. p. ME2.
  121. ^ Ryan, Beth (February 26, 1973). "Freeway, bridge bring major changes in West Linn". The Oregonian. p. 29.
  122. ^ "Increase In Smog Density Expected From Freeway". The Oregonian. November 12, 1970. p. 21.
  123. ^ "I-205 Section Designated Scenic". The Oregon Journal. May 5, 1971. p. ME1.
  124. ^ Goranson, Eric (November 18, 1970). "Stretch Of I-205 Set For Opening". The Oregon Journal. p. ME3.
  125. ^ Official Oregon Highway Map, 1971 (Map). Oregon State Highway Division. 1971. Portland–Salem Area inset. LCCN 75696277. Archived from the original on October 19, 2021. Retrieved October 19, 2021 – via State Library of Oregon Digital Collections.
  126. ^ "More freeway nearly ready". The Oregonian. October 6, 1972. p. 24.
  127. ^ "Danger Area Under Check". The Oregonian. July 27, 1962. sec. 3, p. 8.
  128. ^ "More County Roads On Way". The Oregon Journal. September 19, 1968. p. ME2.
  129. ^ "3rd I-205 Segment Starts Soon". The Oregon Journal. June 25, 1970. p. ME4.
  130. ^ "Now Open To Traffic". The Oregon Journal. February 21, 1975. p. C8.
  131. ^ "May Park To Ballot On Incorporation Issue". The Oregonian. June 14, 1967. p. 26.
  132. ^ Koberstein, Paul (September 20, 1983). "Maywood Park residents weigh options". The Oregonian. p. ME1.
  133. ^ "Maywood Park Plans To Battle Encroachment By New Freeway". The Oregonian. November 20, 1965. p. 13.
  134. ^ "Judge Supports State In I-205 Route Case". The Oregonian. April 24, 1969. p. 16.
  135. ^ Munson, Alden (December 31, 1974). "I-205 Stymied By Suit". The Oregon Journal. p. B8.
  136. ^ "Maywood Park rebuffed again". The Oregonian. June 12, 1976. p. C6.
  137. ^ Ford, Sue (September 27, 1977). "Maywood Park had strong voice in designing I-205 in town". The Oregonian. p. E9.
  138. ^ "Airport Fuss Hits I-205 Job". The Oregon Journal. March 20, 1969. p. ME3.
  139. ^ Federman, Stan (August 17, 1969). "Tualatin-Oregon City Section Of I-205 On Schedule". The Oregonian. p. RE16.
  140. ^ Yocom, Doug (August 9, 1972). "8-Lane Bridge Designed Over Columbia For I-205". The Oregon Journal. p. 9.
  141. ^ "Columbia Bridge Plan OKd". The Oregon Journal. United Press International. September 29, 1972. p. 1.
  142. ^ Ryll, Thomas (December 12, 1982). "Contention swirls through I-205's lengthy history". The Columbian. p. A11. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  143. ^ "Airport plan shift hikes bridge cost". The Oregonian. March 7, 1973. p. 13.
  144. ^ Stone, Jerry (September 25, 1973). "Further Bridge Delay Seen". The Oregon Journal. p. 2.
  145. ^ "I-205 bridge plans include bike lane". The Oregonian. August 10, 1973. p. 12.
  146. ^ "Houses Auctioned Along I-205 Route". The Oregon Journal. December 13, 1967. p. 1.
  147. ^ "Buildings In Path Of Freeway To Be Auctioned At West Linn". The Oregon Journal. November 16, 1967. p. ME2.
  148. ^ Lysiak, Oleh (October 4, 1967). "Businessmen 'Educate' Morse On Freeway Relocation Costs". The Oregon Journal. p. 3.
  149. ^ "Businesses Ask Releif". The Oregonian. Associated Press. April 11, 1968. p. 19.
  150. ^ "I-205 Dispute Simmers In Clackamas". The Oregon Journal. April 3, 1969. p. ME2.
  151. ^ "I-205 Hit Anew On 2 Fronts". The Oregon Journal. December 26, 1968. p. ME1.
  152. ^ "State Highway Department Accused Of Submitting 'Phony' I-205 Route For Appraisal". The Oregonian. May 7, 1968. sec. 3, p. 20.
  153. ^ Federman, Stan (October 2, 1969). "Controversial I-205 Shakes Loose Of Red Tape Impeding Progress". The Oregonian. p. 27.
  154. ^ "Hearing Slated On I-205 Project". The Oregon Journal. August 6, 1970. p. 2.
  155. ^ "Council Asks I-205 Changes". The Oregon Journal. September 25, 1970. p. 12.
  156. ^ Long, James (May 20, 1972). "Jailed Sex Offender Gets 'No Help' Here". The Oregon Journal. p. 6.
  157. ^ "Report says I-205 wouldn't do major environmental harm". The Oregonian. Associated Press. November 18, 1972. p. 31.
  158. ^ Colby, Richard (September 29, 1973). "Planner asks 2nd look at I-205 strip". The Oregonian. p. 12.
  159. ^ Smith, Dean (July 2, 1974). "County Rescinds I-205 OK". The Oregon Journal. p. A4.
  160. ^ "County rejects state I-205 plan". The Oregonian. July 3, 1974. p. 1.
  161. ^ Woehler, Jeff (February 19, 1975). "Irate Clark Hits U.S. 205 Move". The Oregon Journal. p. A4.
  162. ^ "Council backs I-205 if modified". The Oregonian. April 24, 1975. p. B4.
  163. ^ McCarthy, Dennis (February 24, 1975). "I-205 News Good, Bad". The Oregon Journal. p. A11.
  164. ^ "Straub–county agreement reached on I-205 design". The Oregonian. July 26, 1975. p. A12.
  165. ^ "Foes rip county design for I-205". The Oregonian. November 21, 1975. p. A16.
  166. ^ Hortsch, Dan (December 3, 1975). "Crowd backs 8-lane I-205". The Oregonian. p. B10.
  167. ^ Sorensen, Donald J. (January 20, 1976). "Meyer ties Gateway plans, I-205". The Oregonian. p. A1.
  168. ^ Hortsch, Dan (January 18, 1976). "3rd plan devised for I-205". The Oregonian. p. A17.
  169. ^ Crick, Rolla J. (May 20, 1976). "Discordant Notes Fill Freeway Tune". The Oregon Journal. p. 4.
  170. ^ Hortsch, Dan (November 2, 1975). "U.S. objects to state I-205 busway plan". The Oregonian. p. D4.
  171. ^ Hortsch, Dan (December 14, 1975). "I-205 freeway has miles to travel before it goes anywhere". The Oregonian. p. G1.
  172. ^ Hortsch, Dan (February 5, 1976). "County commissioners give backing to I-205 design". The Oregonian. p. A11.
  173. ^ Collins, Huntly (February 26, 1976). "City gives state go-ahead on I-205 impact statement". The Oregonian. p. A1.
  174. ^ McCarthy, Dennis (April 21, 1976). "Latest I-205 Link Plan Includes Significant Changes". The Oregon Journal. p. ME11.
  175. ^ Collins, Huntly (June 4, 1976). "City Council OKs I-205 completion". The Oregonian. p. B1.
  176. ^ Woehler, Jeff (June 10, 1976). "County OKs I-205 Proposal". The Oregon Journal. p. 5.
  177. ^ Hortsch, Dan (October 7, 1976). "I-205 section passes tests for final approval". The Oregonian. p. E12.
  178. ^ McCarthy, Dennis (January 21, 1974). "I-205 Right-Of-Way Acquired By State". The Oregon Journal. p. ME8.
  179. ^ Colby, Richard (February 16, 1975). "Highway Division releases 2-inch-thick I-205 environmental report". The Oregonian. p. A13.
  180. ^ a b "Interstate 205 Opens". Interchange Newsletter. Washington State Department of Highways. January 25, 1977. p. 2. Archived from the original on November 5, 2021. Retrieved November 4, 2021 – via WSDOT Library Digital Collections.
  181. ^ Bacon, Leonard (August 4, 1972). "Indian campsite excavated in I-205". The Oregonian. p. 22.
  182. ^ "Freeway awaits opening". The Columbian. August 22, 1975. p. 3. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  183. ^ Prager, Michael (December 23, 1976). "I-205 speeds travel in county". The Columbian. p. 2. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  184. ^ "Washington I-205 section to be opened". The Columbian. December 19, 1976. p. 1. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  185. ^ Bacon, Leonard (November 22, 1977). "I-205 bridge to have heavy impact on East County shopping". The Oregonian. p. E3.
  186. ^ McCarthy, Dennis (July 2, 1975). "Sunnyside-Foster Road Link Of I-205 Underway; Workers Completing 2.7 Miles of City Bypass". The Oregon Journal. p. 46.
  187. ^ "I-205 section to be opened". The Oregonian. January 25, 1976. p. B1.
  188. ^ "Freeway Section Delayed". The Oregon Journal. January 21, 1976. p. 9.
  189. ^ Ford, Sue (October 25, 1977). "Dirt, concrete, dust mark way of I-205 route". The Oregonian. p. B1.
  190. ^ Federman, Stan (February 14, 1981). "Mile section of I-205 to open Wednesday". The Oregonian. p. B3.
  191. ^ Goranson, Eric (August 24, 1977). "I-205 bridge job begun". The Oregon Journal. p. 4.
  192. ^ Ryll, Thomas (December 12, 1982). "It's a 'first'". The Columbian. p. A2. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  193. ^ Federman, Stan (December 12, 1982). "New bridge recalls legendary man, links two states". The Oregonian. p. C7.
  194. ^ Callister, Scotta (December 16, 1982). "Rain fails to faze bridge-crossers". The Oregonian. p. E12.
  195. ^ Ryll, Thomas (December 15, 1982). "It's open! The long wait ends as cars roll over I-205 bridge". The Columbian. p. A1. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  196. ^ Baker, Jeff (July 1, 1983). "Use of bicycle paths hard to measure". The Oregonian. p. B6.
  197. ^ Anderson, Julia (February 12, 1995). "Industrial evolution: Manufacturing has long been a part of the Clark County economy, but the products have changed". The Columbian. p. G1. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  198. ^ Mize, Jeffrey (May 4, 2009). "I-205 project, 30 years ago: A bridge without battles". The Columbian. p. A1. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  199. ^ Durbin, Kathie (July 3, 2011). "Columbia River Gorge balancing act". The Columbian. p. A1. Archived from the original on October 28, 2021. Retrieved October 27, 2021.
  200. ^ Dietrich, Bill (September 15, 1996). "Preservation meets prosperity". The Seattle Times. p. 14.
  201. ^ a b Federman, Stan (March 6, 1983). "I-205 opening paves way to future". The Oregonian. p. E2.
  202. ^ Federman, Stan (March 9, 1983). "Final 6.6 miles of I-205 opened; traffic builds fast". The Oregonian. p. B1.
  203. ^ Federman, Stan (November 17, 1982). "State officials eye March date for I-205". The Oregonian. p. C6.
  204. ^ Gough, William (December 5, 1982). "New Columbia River bridge to ease Portland-area traffic". The Seattle Times. p. A23.
  205. ^ Enders, John (November 19, 1983). "Sheriff glad to slam door on Rocky Butte". The Oregonian. p. C1.
  206. ^ Crick, Rolla (February 28, 1984). "Old jail's reputation destroyed". The Oregonian. p. B2.
  207. ^ Federman, Stan (November 2, 1984). "Final I-205 paving near from Powell to bridge". The Oregonian. p. C10.
  208. ^ "Ramp closures slated". The Oregonian. July 26, 1985. p. E2.
  209. ^ Federman, Stan (December 9, 1984). "Banfield project on time, under budget for 1985 completion". The Oregonian. p. C7.
  210. ^ Sherman, Patrick (March 28, 2007). "ClackaMAX: Day 1; After decades, light rail to Clackamas starts construction". Clackamas Review. p. 1.
  211. ^ Kohler, Vince (March 27, 1986). "Metro study group finds interest in light-rail line along I-205". The Oregonian. p. MS1.
  212. ^ "Part V: Interstate Withdrawal-Substitution Program". Federal Highway Administration. 1998. Archived from the original on October 30, 2021. Retrieved November 27, 2021.
  213. ^ Thomson, Stephanie (September 11, 2001). "Portland to PDX on a rail". The Columbian. p. A1. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  214. ^ Redden, Jim (September 10, 2009). "After 35 years of waiting, TriMet's Green Line hits all the parties". Portland Tribune. Archived from the original on June 8, 2011. Retrieved October 28, 2021.
  215. ^ Harlan, David (June 27, 1985). "Officials confront growing problems of I-205 congestion". The Oregonian. p. MS1.
  216. ^ Lesowski, Lynda (December 21, 1984). "Mall 205 access eased". The Oregonian. p. D7.
  217. ^ Kohler, Vince (March 28, 1989). "Salem contractor turns in low bid for I-205 interchange". The Oregonian. p. B2.
  218. ^ Kohler, Vince (November 22, 1985). "New I-205 interchange at Lester Avenue approved". The Oregonian. p. E26.
  219. ^ Federman, Stan (November 2, 1990). "Goldschmidt, Hatfield dedicate new I-205 interchange". The Oregonian. p. B2.
  220. ^ Federman, Stan (December 15, 1986). "I-205 span receives wide praise, credit". The Oregonian. p. B2.
  221. ^ Ryll, Thomas (February 26, 1997). "Bridge game: What's in the cards?". The Columbian. p. A1. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  222. ^ Ryll, Thomas (September 16, 1997). "Commuters sail through bridge work". The Columbian. p. A1. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  223. ^ Stewart, Bill (May 10, 2000). "Repairs to aging joints will impede traffic over Interstate 205 bridge". The Oregonian. p. E8.
  224. ^ Rose, Joseph (November 21, 2000). "Aging I-205 bridge's joints ache". The Oregonian. p. D2.
  225. ^ Rose, Joseph (September 15, 1999). "Coming to your unfriendly I-205: ramp meters". The Oregonian. p. B2.
  226. ^ Tims, Dana (January 23, 2001). "I-205's gridlock troubles defy solution". The Oregonian. p. B2.
  227. ^ Rose, Joseph (July 16, 2001). "Huge Clackamas interchange project starts in August". The Oregonian. p. B2.
  228. ^ Hunsberger, Sarah (September 25, 2003). "At last, commuters can give Sunnybrook overpass a spin". The Oregonian. p. D1.
  229. ^ Casey, Jerry (January 11, 2008). "Officials express glowing hopes for I-205 traffic flow". The Oregonian. p. B1. Archived from the original on October 20, 2021. Retrieved October 28, 2021.
  230. ^ Malcolm, Andrew H. (June 21, 1975). "Coast City Hails 1937 Soviet Polar Flight". The New York Times. p. A1. Archived from the original on October 28, 2021. Retrieved October 28, 2021.
  231. ^ Robinson, Erik (September 7, 2010). "Vancouver traffic: Project in process delivers now". The Columbian. Archived from the original on October 28, 2021. Retrieved October 28, 2021.
  232. ^ Pesanti, Dameon (July 20, 2016). "I-205, 18th Street interchange opens". The Columbian. Archived from the original on October 28, 2021. Retrieved October 28, 2021.
  233. ^ Newton, Edwin (June 7, 1996). "Final comments sought on proposed I-205 interchange". The Columbian. p. B2. Archived from the original on May 10, 2022. Retrieved May 9, 2022 – via Newspapers.com.
  234. ^ Njus, Elliot (June 30, 2016). "First new Portland-area highway in nearly 3 decades to open in Clackamas". The Oregonian. Archived from the original on October 28, 2021. Retrieved October 28, 2021.
  235. ^ ODOT Geographic Information Services Unit (2015). Oregon 2015–2017 Official State Map (Map). Salem: Oregon Department of Transportation. Portland and Vicinity inset. LCCN 75696277. OCLC 75696277. Retrieved October 28, 2021 – via State Library of Oregon Digital Collections.
  236. ^ Friedman, Gordon R. (August 17, 2017). "Oregon fast tracks $30 million I-205 widening project". The Oregonian. p. A6. Archived from the original on October 28, 2021. Retrieved October 28, 2021.
  237. ^ "I-205: Paving & Auxiliary Lanes". Oregon Department of Transportation. Archived from the original on October 28, 2021. Retrieved October 28, 2021.
  238. ^ Stein, Rosemarie (April 6, 2019). "New I-205 southbound auxiliary lane now open". The Oregonian. p. A4. Archived from the original on October 28, 2021. Retrieved October 28, 2021.
  239. ^ "I-205 Paving & Auxiliary Lanes: Johnson Creek Boulevard to the Glenn Jackson Bridge". Oregon Department of Transportation. Archived from the original on February 23, 2020. Retrieved October 28, 2021.
  240. ^ Bartholomew, Holly (September 7, 2021). "I-205 improvement work slated for next spring". West Linn Tidings. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  241. ^ "I-205 Improvements, Stafford Road to OR 213". Oregon Department of Transportation. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  242. ^ Cuadrado, Kate (July 22, 2022). "ODOT celebrates start of Interstate 205 Improvement Project". Portland Tribune. Archived from the original on July 24, 2022. Retrieved July 26, 2022.
  243. ^ a b Bartholomew, Holly (October 12, 2021). "Despite pushback, I-205 tolls loom over Portland metro area". Portland Tribune. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  244. ^ "I-205 Toll Project". Oregon Department of Transportation. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  245. ^ Theen, Andrew (December 6, 2018). "'We have to act,' Oregon sends I-5, 205 toll plan to feds". The Oregonian. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  246. ^ Ramakrishnan, Jayati (May 2, 2023). "Gov. Tina Kotek hits pause on freeway tolling until 2026, lawmakers say". The Oregonian. Retrieved May 11, 2023.
  247. ^ Ramakrishnan, Jayati (June 28, 2023). "ODOT pumps brakes on two major freeway projects amid budget crisis, tolling pause". The Oregonian. Retrieved June 28, 2023.
  248. ^ Ramakrishnan, Jayati (September 15, 2023). "ODOT nixes plans for third lane, some tolling on I-205". The Oregonian. Retrieved September 16, 2023.
  249. ^ Hamilton, Don (April 18, 2002). "Cities take a second look at light rail; Anti-MAX cities reconsider views". Portland Tribune. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  250. ^ Federman, Stan (April 25, 1985). "Highway engineers say I-205 bridge capable of handling light-rail cars". The Oregonian. p. C2.
  251. ^ Gilbert Corum, Holley (August 19, 1995). "I-205 route touted for light-rail link". The Oregonian. p. E1.
  252. ^ Brynelson, Troy (April 1, 2021). "As Washington shapes plans to replace I-5 bridge, Oregon lawmakers wait and watch". Oregon Public Broadcasting. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  253. ^ Schmidt, Brad (January 11, 2014). "Columbia River Crossing: Building new Interstate 5 bridge would increase future traffic on Interstate 205 by more than 40,000 vehicles daily". The Oregonian. Archived from the original on October 19, 2021. Retrieved October 28, 2021.
  254. ^ Harbarger, Molly (December 5, 2013). "Clackamas County resolution calls for any tolling on Columbia River Crossing to consider effect on I-205". The Oregonian. Archived from the original on October 19, 2021. Retrieved October 28, 2021.
  255. ^ Macuk, Anthony (September 15, 2021). "Group sets goal of recommending new Interstate 5 Bridge's blueprint by January". The Columbian. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  256. ^ Porter, Laural (September 17, 2021). "'A challenge we cannot pass on to another generation': Head of I-5 bridge replacement project says it's time to get it done". KGW. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  257. ^ "Regional Transportation Plan for Clark County, March 2019 Update" (PDF). Southwest Washington Regional Transportation Council. March 2019. p. 147. Archived (PDF) from the original on January 26, 2022. Retrieved October 28, 2021.
  258. ^ Interstate Exit Numbers (Map). Washington State Department of Transportation. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
  259. ^ "Oregon Bicycling Manual, 5th Edition" (PDF). Oregon Department of Transportation. 2021. p. 31. Archived (PDF) from the original on November 2, 2021. Retrieved October 28, 2021.
  260. ^ "Washington State highways closed to bicycles". Washington State Department of Transportation. Archived from the original on October 29, 2021. Retrieved October 28, 2021.
[edit]
KML file (edit • help)
Template:Attached KML/Interstate 205 (Oregon–Washington)
KML is from Wikidata
Wikimedia Commons has media related to Interstate 205 (Oregon–Washington).
Retrieved from "https://wiki.riteme.site/w/index.php?title=Interstate_205_(Oregon–Washington)&oldid=1240711785"