PVMATS

1990 Transportation Plan

 

The 54 projects listed below are those recommended by the PVMATS as the 1990 Transportation Plan. These projects were presented to the Coordinating Committee, the policy making body of the Transportation Study, and approval obtained, during July 1969. The numbered assigned to the projects are keyed to the numbers on the face of this map. There is no particular significance tin the numbering system, it is only used to identify each project. Freeways and expressways have been assigned the lowest numbers with arterial streets, collector streets, extensions, and connections using the higher numbers and generally grouped geographically. The discussion of each project is limited to identifying its location and the number of lanes recommended. Later reports published b the study will include details regarding the recommendations. It should be emphasized that the lines identifying the projects represent a recommended traffic corridor, they are schematic only and do not denote specific alignments.

 

The following is a brief explanation of the various classifications used by the study in developing the PVMTS 1990 Transportation Plan.

Freeway: A facility devoted entirely to the task of moving traffic. It is characterized by full control of access and in a multi-lane, divided road with no intersections at-grade. Parking is prohibited and the minimum recommended widths are: right-of-way, 150 feet; travel lane, 12 feet; median, 16 feet; and shoulders, 10 feet.

Expressway: A facility devoted primarily to the task of moving traffic with little or no land service function. It has partial control of access and is a multi-lane, divided roadway with few, if any, intersections at-grade. Where grade intersections occur, traffic controls will be affected. Parking is prohibited. The minimum recommended widths are identical with those recommended for freeways.

Arterial: A facility pr9imarily devoted to moving traffic, but which also performs a secondary land service function with abutting property having access. It will probably be a multi-lane facility with traffic controls at intersecting streets. Parking may or may not be provided. Minimum recommended widths are: Right-of-way, 90 feet; travel lane, 12 feet; parking lane, if used, 10 feet; shoulders, if uncurbed, 2-8 feet.

Collector: A facility which interconnects internal traffic movement between the arterial and local street systems. It has no access control and may have two ore more travel lanes, depending on specific requirements. Traffic controls may be installed at intersecting streets. Parking may or may not be provided. The minimum recommended widths are identical with those recommended for arterial except that the minimum right- of way width is 60 feet.

1.    Johnson Creek-Sellwood Freeway. A freeway facility extending from the Baldock Freeway on the west to I-205 route on the east. The project includes a new Willamette River bridge in the vincinity of Sellwood. It will be a multi-lane facility, six lanes between the Baldock Freeway and Harney Drive, then four lanes to its terminal point at I-205. This project will connect with the Multnomah Boulevard Freeway at the Baldock Interchange. (One of the original proposed routings for I-205. Never built.)

2.    Lake Oswego Bypass. This four-lane freeway is an easterly continuation of the Beaverton-Tigard Expressway and extends from the Baldock Freeway on the west, skirts along the northern edge of Lake Oswego, crosses the Willamette River on a new bridge and intersects with McLoughlin Boulevard at its eastern terminus. (Another original proposed routing for I-205. Never built.)

3.    Rivergate Freeway. A new four-lane freeway route extending northerly from the Sunset Freeway, in the vicinity of the Beaverton-Tigard Freeway crossing the Willamette River on a new bridge lying downstream from the St. Johns Bridge, traversing and serving the Rivergate Industrial Area, crossing over the Columbia River on a new Interstate bridge and then northerly to connect with I-5 north of Vancouver, Washington. (Never built.)

4.    Whitaker Freeway. A freeway facility generally paralleling the Columbia River along the northern limits of Portland. The four-lane project extends from the Rivergate Industrial Area on the west end to I-205 on the east end. (Never built.)

5.    Rose City Freeway. This facility extends westerly from I-205 to the Minnesota Freeway and will have access across the Willamette River on the Fremont Bridge and to the Industrial Freeway on the west side. The project will be six lanes between the Minnesota Freeway and 33rd Avenue, and four lanes the balance of the route. (Exists only as the N Kerby Avenue ramp from the Fremont Bridge.)

6.    St. Helens Freeway. This project is a four-lane freeway in northwest Portland extending from the proposed Rivergate Freeway on the west end to Nicolai Street and a connection to the Industrial Freeway on the east end. (Project studied as I-505, scaled back to widening NW Yeon Avenue with a direct connection to the stub of the former Industrial Freeway. Exists as US 30.)

7.    Multnomah Boulevard Freeway. A freeway facility extending from the Baldock Freeway on the east end to the Beaverton-Tigard Freeway and Scholls Ferry Road on the west. The project will accommodate four lanes of traffic and will connect to the Johnson Creek-Sellwood Freeway at the Baldock Interchange. (SW Multnomah Blvd was never upgraded from a 2-lane road.)

8.    Whitaker Expressway. This facility will be constructed to expressway standards and be four lanes in width. It will extend from I-205 on the west to Sandy Boulevard in the east. It will also act as an expressway extension, easterly, of the Whitaker Freeway. (Exists as NE Airport Way from I-205 to NE 181st Avenue. No controlled access save at I-205 and the new NE Cascades Parkway.)

9.    20th Avenue Expressway. The improvement of this existing street will be to construct an expressway accommodating six lanes of traffic. The limits of this project are from the Broadway-Weidler one-way couplet in the north end to a connection with McLoughlin Boulevard at the south end. (Never built-- killed after the Mt Hood Frwy was killed.)

10.              Aloha Expressway. A completely new facility constructed to expressway standards and accommodating four lanes of traffic throughout. The project starts on the north end at an interchange with the recommended Rivergate Freeway, moves southerly through Aloha and thence southeasterly to connect with I-5. (Never built; still on the potential projects list as the West Side Bypass, though very much unlikely due to lack of funding and NIMBYism.)

11.              Carey-Edison Expressway. A four-lane expressway connecting with the Rivergate Freeway and giving excellent access to the Rivergate Industrial Area. The project moves southerly of the St. Johns district, near the Willamette River, thence northerly to connect with the Whitaker Freeway thus forming a loop around the St. Johns area. (Never built.)

12.              Going Expressway. A short six-lane expressway extending between Greeley Avenue and the Rose City Freeway. This project will offer much better access to the Swan Island Industrial Area. (Built from Swan Island as an expressway to N Minnesota Avenue (I-5). Interchange at N Interstate Avenue (former US/OR 99W).)

13.              Macadam Expressway. This is part of the Oswego Highway (OR 43) and will be a six-lane facility from the Ross Island Bridge to the Sellwood Bridge. The remaining improvements on the Oswego Highway are convered in a later project. (Expressway never built along this portion of the Pacific Highway.)

14.              Sexton Expressway. A four-lane expressway running east-west and connecting the Aloha Expressway and Farmington Road on the west with the Beaverton-Tigard Freeway on the east. The project will be located south of Aloha and the City of Beaverton. (Never built.)

15.              Basin Avenue Extension. This two-lane facility will extend northwesterly along the Willamette River and connect with the proposed Carey-Edison Expressway east of the St. Johns Bridge and south of Willamette Boulevard near existing Carey Boulevard. The existing portion of Basin Avenue will also be improved to Greeley Avenue. This project is part of a series of improvements recommended to give greater access to Swan Island. (Never built.)

16.              Hawthorne Bridge. This project recommends a new six-lane bridge to replace the existing structure. An alternative to a new bridge would be a new three-lane bridge paralleling the existing bridge and the operation of the then twin bridges as a one-way couplet. (Never built; presumably the new bridge would have been the Madison Bridge. With the Harbor Freeway demolished, downtown grid infrastructure would not have been able to support this new bridge.)

17.              Marshall-Lovejoy Street Couplet. It is recommended that Marshall Street be extended easterly to connect with the Broadway Bridge and that a one-way couplet be established from Broadway to 14th Avenue. (Never built; since then, the old Lovejoy Viaduct has been demolished and a short ramp from NW Broadway to NW 9th Ave built in its stead.)

18.              Portland Boulevard Extension. Another project to gain additional access to Swan Island. The facility will be four lanes in width and extend Portland Boulevard down the bluff from Willamette Boulevard and connect with Basin Avenue in Mocks Bottom. (Never built. N Portland Blvd terminates at N Willamette Blvd at the top of the bluff in Mocks Crest.)

19.              Union-Grand Avenue Couplet. This proposal is to extend northerly the existing Union-Grand Avenue one-way couplet from its terminus at Hancock Street to Columbia Boulevard. Both legs of the couplet will accommodate three lanes of traffic. (Never built; Union Avenue has since been renamed to Martin Luther King, Jr. Blvd.)

20.              NE 33rd-39th Avenue Connection. A four-lane connecting link between 33rd and 39th Avenues just north of the Banfield Freeway to facilitate north-south traffic movements in the Portland central east side. (Never built. Proposed as part of the 33rd/39th Avenue Expressway when I-205's routing was proposed along 52nd Avenue as the Laurelhurst Freeway.)

21.              Padden Expressway (Vancouver). A four-lane partial controlled access facility extending from Highway 99 easterly to St. Johns Avenue north of Vancouver. (Check on status. Doubt it was built.)

22.              NE 83rd Street (Vancouver). A four-lane facility extending from NE 100th Avenue easterly to NE 117th Avenue. (Check on status.)

23.              39th Street (Vancouver). This project will be an improved four-lane facility on existing 39th Street and at the eastern end be on a new alignment. It extends from a connection with the Rivergate Freeway on the west to SR 500 on the east. This project includes a railroad grade separation. (Probably not built...)

24.              W. Mill Plain Boulevard. This proposal is to extend from Mill Plain Boulevard west to a connection with SR 501 in the vicinity of the Rivergate Freeway. Mill Plain Boulevard will be combined with West 13th Street to form a one-way couplet from the I-5 Freeway through the Vancouver CBD, west of which it will be two lanes with controlled access. This project includes a railroad grad separation. (I believe this was built, and is signed as WA 501.)

25.              NE 63rd Street (Vancouver). A two-lane non-access controlled facility extending from NE 56th Avenue to NE 98th Avenue. (Check on status.)

26.              Boones Ferry Road. An improvement of existing Boones Ferry Road. The project is recommended as a four-lane arterial and will extend from Lake Grove on the south to its intersection with Terwilliger Blvd. (Not improved. SW Boones Ferry Rd remains 2 lanes through the West Hills. It upgrades to 4 lanes around SW Country Club Rd.)

27.              Cascades Highway. Existing OR 213 is to be widened to accommodate four lanes of traffic between 14th Street in Oregon City and the boundary of the transportation study. (Upgrades within Oregon City itself have not been made, as OR 213 has since been relocated along the Trail's End Highway/Oregon City Bypass.)

28.              Clackamas Highway. This State Highway, OR 212, is to be improved as a four-lane facility between I-204 and the eastern boundary of the transportation study. (Improvements made. Further improvements to the corridor include a new freeway, named the Sunrise Freeway, just to the north, from the Clackamas Interchange (I-205, OR 213 and OR 224 at SE 82nd Ave to the Estacada Junction, and at least an expressway from there through Damascus and Boring to the Mt Hood Hwy (US 26).)

29.              Oregon City Bypass. Bypassing the City of Oregon City, this two-lane facility will move considerable traffic around the community between Clackamas River Drive and the Cascade Highway to the south of the city. (Built as a four-lane expressway from I-205 at exit 10 (Park Place) south to Beavercreek Rd, signed as the Trailís End Highway. OR 213 rerouted from 7th St in Oregon City onto Trailís End Highway.)

30.              Oswego Highway. Another State Highway project (OR 43). It extends from the north as a four-lane extension of the Macadam Expressway at the Sellwood Bridge to a connection with I-205 in West Linn. Where the highway moves through Lake Oswego, six lanes will be needed to accommodate the anticipated traffic. (Never built.)

31.              Stafford Road. A four-lane improvement of the existing facility. The project extends from the Oswego Highway (OR 43) on the north to I-205 on the south. (No idea if this was ever done.)

32.              Terwilliger Boulevard. A four-lane facility extending on existing alignment from the Baldock Freeway (I-5) at the north end to connect with the proposed Lake Oswego Bypass at the southern terminus. (Never built.)

33.              Burnside Street. A long four-lane improvement of an existing facility extending from 33rd Street (Avenue) in the City of Portland to its connection with Powell Boulevard east of the City of Gresham. (E Burnside St was widened from 33rd to Mt Tabor. It remains 2-lane from there to 96th Avenue, where it becomes a divided 2-lane roadway, with the Blue Line MAX light rail in the median out to Rockwood. There, it becomes four-lane as the Blue Line moves south toward Gresham.)

34.              Holgate-SE 148th Avenue Connection. A short-four lane connection of the aforementioned streets to better facilitate traffic movement in this portion of Multnomah County. (Never built. Portland has since annexed Powellhurstóthis section of Multnomah County.)

35.              Sylvania Boulevard. This recommendation is a somewhat meandering four-lane improvement west of the City of Portland serving to better accommodate north-south traffic between Skyline Boulevard on the north and Capitol Highway on the south. (Never built.)

36.              SE 172nd-182nd Avenue Connection. Another short four-lane project connecting 172nd and 182nd Avenues in Multnomah County. This facility extends between the Mt. Hood Freeway and Foster Road. (Never built.)

37.              SE 202nd-209th Avenue Connection. A short two-lane connection between 202nd and 209th Avenues in Multnomah County. (Not sure.)

38.              SE 221st Drive. This four-lane facility is located along the west side of the City of Gresham and extends between the Mt. Hood Freeway and Burnside Street. (Either this became Eastman Parkway or Eastman replaced this project.)

39.              E 257th Drive. A north-south four-lane facility extending from Troutdale on the north to the Mt. Hood Highway (US 26) east of Gresham on the south. (Renamed as Kane Drive, known still as 257th. Four-lane from the Troutdale Interchange (Exit 16) on I-84/US 30 to SE Division St (NE Division on the Gresham grid).)

40.              NE 181st Avenue. An extension of 181st Avenue north from Sandy Boulevard (US 30 Bypass) to Marine Drive. The project will accommodate four lanes of traffic. (181st now acts as the transition to NE Airport Way.)

41.              Denny Road. A two-lane facility in Washington County. It runs east-west, south of Beaverton and extends between SW 170th and SW Hall Boulevard. (Not sure.)

42.              Taylors Ferry Road Extension. A short two-lane extension of an existing facility. The project extends Taylors Ferry Road from 80th Avenue to an intersection with Oleson Road. (Built.)

43.              Vermont Street Extension. This recommendation extents Vermont Street as a two-lane facility between Oleson Road on the east to Scholls Ferry Road (OR 210) on the west. (Never built.)

44.              SW 72nd Avenue. A four-lane facility located west of I-5 in Washington County paralleling the Interstate Route. The project extends from the Pacific Highway West (US 99W) on the north to Lower Boones Ferry Road on the south, serving an expanding industrial area. (Largely 2-lanes.)

45.              SW Murray Boulevard Extension (formerly SW 145th Avenue). A southerly extension of SW Murray Boulevard running southeasterly from Old Scholls Ferry Road (now SW Barrows) crossing the Pacific Highway in the vicinity of King City and continuing southeasterly to I-5 near Durham and accommodating two lanes of traffic.

46.              170th Avenue-Reusser Road. Another two-lane improvement connecting two existing facilities. The project extends from the Tualatin Valley Highway (OR 8) to Scholls Ferry Road (OR 210). (Not sure.)

47.              Baseline Road-Jenkins Road. A short two-lane facility connecting Baseline and Jenkins Road in Washington County. (Built as at least two lanes as part of the west side extension of the Blue Line MAX light rail.)

48.              State Route 500 (Fourth Plain Blvd.). A four-lane partial access controlled facility extending from NE 117th Avenue to NE 137th Avenue. (Built to at least four lanes. Access control might not have been, canít recall.)

49.              NE 18th Street (Vancouver). A two-lane non-access controlled facility extending from Andresen Road to NE 97th Street. (I donít know if the following Clark County projects were ever done, but Iíll err on side of caution and assume that they either werenít or they were scaled back.)

50.              97th Avenue. A four-lane non-access controlled facility extending from Mill Plain Road to Burton Road.

51.              SE 136th Avenue. A four-lane non-access controlled facility extending from SE McGillivray Boulevard to Mill Plain Road.

52.              Mill Plain Road. A four-lane non-access facility extending from 136th Avenue to 164th Avenue.

53.              82nd Avenue (Vancouver). A two-lane non-access controlled facility extending from State Route 500 to NE 63rd Street.

54.              SE McLoughlin Boulevard. The State Highway, US 99E, is to be improved as a six-lane facility between the Johnson Creek-Sellwood Freeway and the Lake Oswego Bypass. (SE McLoughlin Blvd exists as an expressway from the MLK/Grand Viaducts to Oak Grove, 4 lanes from the viaduct to the Ross Island Bridge, 6 south to SE Harold St with a partial interchange with SE Milwaukie Ave, 4 along Moreland Park to SE Tacoma St with a partial interchange at SE Bybee Blvd, a full interchange with SE Tacoma St, 6 lanes to the Milwaukie Expressway (OR 224). The expressway ends in downtown Milwaukie, but resumes just south of there to Oak Grove.)