View source for Interstate 205 (Oregon–Washington)

{{Short description|Interstate Highway in Oregon and Washington}}
{{Featured article}}
{{Use American English|date=June 2022}}
{{Use mdy dates|date=June 2022}}
{{Infobox road
|country=USA
|type=I
|route=205
|maint=[[Oregon Department of Transportation|ODOT]] and [[Washington State Department of Transportation|WSDOT]]
|spur_type=I
|spur_of=5
|map={{maplink-road|frame-height=290|from=Interstate 205 (Oregon–Washington).map}}
|map_custom=yes
|map_notes=Map of the Portland area with I-205 highlighted in red
|length_mi=37.13
|length_ref=<ref name="OR Straightline Charts" /><ref name=log/>
|established=1958<ref name="AASHO-1958"/>
|history=Completed in 1983
|direction_a=South
|terminus_a={{jct|state=OR|I|5}} in [[Tualatin, Oregon|Tualatin, OR]]
|junction=
*{{jct|state=OR|OR|213|OR|224}} in [[Clackamas, Oregon|Clackamas, OR]]
*{{jct|state=OR|US|26}} in [[Portland, Oregon|Portland, OR]]
*{{jct|state=OR|I|84|US|30}} in Portland, OR
*{{jct|state=WA|SR|14}} in [[Vancouver, Washington|Vancouver, WA]]
*{{jct|state=WA|SR|500}} in Vancouver, WA
|direction_b=North
|terminus_b={{jct|state=WA|I|5}} in [[Salmon Creek, Washington|Salmon Creek, WA]]
|states=[[Oregon]], [[Washington (state)|Washington]]
|counties='''OR:''' [[Washington County, Oregon|Washington]], [[Clackamas County, Oregon|Clackamas]], [[Multnomah County, Oregon|Multnomah]]<br/>'''WA:''' [[Clark County, Washington|Clark]]
|system1={{infobox road/browselinks/USA|state=OR}}
|system2={{infobox road/browselinks/USA|state=WA}}
|browse={{or browse|previous_type=OR|previous_route=204|route=OR|next_type=OR|next_route=205}}{{wa browse|previous_type=WA|previous_route=204|route=WA|next_type=WA|next_route=206}}
}}

'''Interstate&nbsp;205''' ('''I-205''') is an [[List of auxiliary Interstate Highways|auxiliary Interstate Highway]] in the [[Portland metropolitan area]] of [[Oregon]] and [[Washington (state)|Washington]], United States. The north–south freeway serves as a [[bypass (road)|bypass route]] of [[Interstate 5|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 {{convert|37|mi|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, Oregon|Oregon City]] to Vancouver, the corridor is paralleled by a [[multi-use trail|multi-use bicycle and pedestrian trail]], as well as portions of the [[MAX Light Rail]] system between [[Clackamas, Oregon|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 [[Government of the United States|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, Oregon|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, Oregon|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, Oregon|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 {{convert|6.6|mi|km}} in Portland opened on March 8, 1983, and two years later, additional ramps were constructed to connect with I-84.

==Route description==

I-205 functions primarily as a [[bypass (road)|bypass]] of [[Interstate 5|I-5]] in the [[Portland metropolitan area]], and serves [[Vancouver, Washington]], and the eastern suburban areas of [[Portland, Oregon]].<ref name="WSDOT-Corridor">{{cite web |date=April 2, 2018 |title=Corridor Sketch Summary – I-205: Columbia River to I-5 Jct (Salmon Creek) |url=https://wsdot.wa.gov/sites/default/files/2021-10/CSS224-i205-ColumbiaRiver-i5JctSalmonCreek.pdf |publisher=Washington State Department of Transportation |access-date=July 17, 2020 |archive-date=November 23, 2021 |archive-url=https://web.archive.org/web/20211123001313/https://wsdot.wa.gov/sites/default/files/2021-10/CSS224-i205-ColumbiaRiver-i5JctSalmonCreek.pdf |url-status=live }}</ref> It is listed as part of the [[National Highway System (United States)|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.<ref>{{cite map |date=May 10, 2019 |title=National Highway System: Portland, OR–WA |url=https://www.fhwa.dot.gov/planning/national_highway_system/nhs_maps/oregon/portland_or.pdf |publisher=[[Federal Highway Administration]] |access-date=July 17, 2020 |archive-date=July 17, 2020 |archive-url=https://web.archive.org/web/20200717083049/https://www.fhwa.dot.gov/planning/national_highway_system/nhs_maps/oregon/portland_or.pdf |url-status=live }}</ref><ref>{{cite web |date=July 26, 2009 |title=Transportation Commission List of Highways of Statewide Significance |url=https://www.wsdot.wa.gov/sites/default/files/2006/03/16/HSSlist2009mod2.pdf |publisher=[[Washington State Transportation Commission]] |url-status=dead |archive-url=https://web.archive.org/web/20201026110353/https://wsdot.wa.gov/sites/default/files/2006/03/16/HSSlist2009mod2.pdf |archive-date=October 26, 2020 |access-date=July 17, 2020}}</ref> The Oregon portion of I-205 is designated as East Portland Freeway No. 64 under the state's [[Oregon highways and routes|named highway system]].<ref>{{cite web |year=2018 |title=Cross Reference Table of Highway Route Number to State Highway Number |page=3 |url=https://www.oregon.gov/odot/Data/Documents/Routes-to-Highway-Cross-Reference-Table.pdf |publisher=Oregon Department of Transportation |access-date=July 17, 2020 |archive-date=July 24, 2020 |archive-url=https://web.archive.org/web/20200724080113/https://www.oregon.gov/odot/Data/Documents/Routes-to-Highway-Cross-Reference-Table.pdf |url-status=live }}</ref> 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]].<ref>{{cite news |last=Stewart |first=Bill |date=November 2, 2000 |title=Interstate 205 will be marked as memorial tribute to veterans |page=D5 |work=The Oregonian}}</ref><ref>{{cite news |date=November 4, 2012 |title=Salute to veterans takes to the highway |url=https://www.columbian.com/news/2012/nov/04/salute-veterans-takes-highway/ |work=The Columbian |access-date=July 17, 2020 |archive-date=July 17, 2020 |archive-url=https://web.archive.org/web/20200717121031/https://www.columbian.com/news/2012/nov/04/salute-veterans-takes-highway/ |url-status=live }}</ref>

[[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, Oregon|Stafford]] to 170,900 near Division Street in Portland.<ref>{{cite web |author=ODOT Transportation Data Section and Transportation Systems Monitoring Unit |date=October 2019 |title=2018 Transportation Volume Tables |pages=88–89 |url=https://www.oregon.gov/odot/Data/Documents/TVT_complete_2018.pdf |publisher=Oregon Department of Transportation |access-date=July 17, 2020 |archive-date=July 17, 2020 |archive-url=https://web.archive.org/web/20200717084001/https://www.oregon.gov/odot/Data/Documents/TVT_complete_2018.pdf |url-status=live }}</ref> In 2019, the Washington portion ranged from 47,000 in [[Salmon Creek, Washington|Salmon Creek]] to 160,000 on the [[Glenn L. Jackson Memorial Bridge]].<ref>{{cite map |title=Traffic GeoPortal |url=https://www.wsdot.wa.gov/data/tools/geoportal/?config=traffic |publisher=Washington State Department of Transportation |access-date=July 17, 2020 |archive-date=July 18, 2020 |archive-url=https://web.archive.org/web/20200718051218/https://www.wsdot.wa.gov/data/tools/geoportal/?config=traffic |url-status=live }}</ref> 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.<ref>{{cite news |last=Theen |first=Andrew |date=October 25, 2019 |title='We can't spend forever to do it': New bistate committee meets on Interstate Bridge talks |url=https://www.oregonlive.com/commuting/2019/10/we-cant-spend-forever-to-do-it-new-bistate-committee-meets-on-interstate-bridge-talks.html |work=The Oregonian |access-date=July 20, 2020 |archive-date=July 21, 2020 |archive-url=https://web.archive.org/web/20200721025310/https://www.oregonlive.com/commuting/2019/10/we-cant-spend-forever-to-do-it-new-bistate-committee-meets-on-interstate-bridge-talks.html |url-status=live }}</ref><ref>{{cite web |title=Columbia River Bridges |url=https://www.rtc.wa.gov/data/traffic/bridges/daily.asp |publisher=[[Southwest Washington Regional Transportation Council]] |accessdate=August 11, 2022 |archive-date=February 7, 2019 |archive-url=https://web.archive.org/web/20190207181904/https://www.rtc.wa.gov/data/traffic/bridges/daily.asp |url-status=live }}</ref>

===Washington and Clackamas counties===
[[File:I-205 northbound approaching OR 43 in West Linn, OR.jpg|thumb|right|A four-lane section of I-205 in [[West Linn, Oregon|West Linn]], approaching an interchange with [[Oregon Route 43|OR&nbsp;43]]|alt=A freeway with four lanes divided by a concrete barrier, looking towards a bridge in the distance.]]

I-205 begins at a [[semi-directional T interchange]] with [[Interstate 5 in Oregon|I-5]] in eastern [[Tualatin, Oregon|Tualatin]], a suburb in [[Washington County, Oregon]]. The four-lane freeway travels east along Saum Creek and the [[Tualatin River]] into [[Clackamas County, Oregon|Clackamas County]], where it passes a mix of exurban neighborhoods, forests, and farmland. After crossing the river, I-205 turns southeasterly into [[West Linn, Oregon|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.<ref>{{cite news |last=Goetze |first=Janet |date=October 14, 1994 |title=Rest area unrest |page=B2 |work=The Oregonian}}</ref> After an interchange with [[Oregon Route 43]] (OR&nbsp;43), I-205 expands to six lanes and crosses the Willamette River on the [[Abernethy Bridge]], which runs for {{convert|2,727|ft|m}} into [[Oregon City, Oregon|Oregon City]] and is capped to the east by an interchange with [[Oregon Route 99E|OR&nbsp;99E]].<ref>{{Cite FTP |year=2016 |title=I-205/Abernethy Bridge: A Resilient Future |page=3 |url=ftp://ftp.odot.state.or.us/I-205_Stafford_-_OR99E/I205_ODOT.pdf |server=Oregon Department of Transportation |access-date=July 16, 2020}}</ref> The freeway passes Oregon City's [[Amtrak]] [[Oregon City station|train station]],<ref>{{cite news |last=Patty |first=Stanton H. |date=April 29, 2004 |title=Oregon City: Amtrak adds pioneers' 2,000-mile destination to passenger-train route |page=G26 |url=https://www.seattletimes.com/life/travel/oregon-city-amtrak-adds-pioneers-2000-mile-destination-to-passenger-train-route/ |work=The Seattle Times |access-date=July 16, 2020 |archive-date=July 18, 2020 |archive-url=https://web.archive.org/web/20200718160941/https://www.seattletimes.com/life/travel/oregon-city-amtrak-adds-pioneers-2000-mile-destination-to-passenger-train-route/ |url-status=live }}</ref> and then follows the railroad north to a junction with [[Oregon Route 213|OR&nbsp;213]], which becomes [[concurrency (road)|concurrent]] with I-205.<ref name="google">{{google maps |title=Interstate 205 |url=https://www.google.com/maps/dir/45.3688238,-122.7580561/45.7252873,-122.6546828/@45.5362196,-122.8083151,50112m/am=t/data=!3m2!1e3!4b1!4m2!4m1!3e0 |access-date=July 16, 2020}}</ref><ref name="OR-Map">{{cite map |date=April 2019 |title=Oregon 2019–2021 Official State Map |url=https://www.oregon.gov/odot/Data/Documents/Map_Official_State_Front.pdf |at=[https://www.oregon.gov/odot/Data/Documents/Map_Official_State_Back.pdf Portland and Vicinity] inset |publisher=Oregon Department of Transportation |access-date=July 16, 2020 |archive-date=July 17, 2020 |archive-url=https://web.archive.org/web/20200717135748/https://www.oregon.gov/odot/Data/Documents/Map_Official_State_Front.pdf |url-status=live }}</ref>

The freeway continues north across the [[Clackamas River]], passing through residential and industrial areas in [[Gladstone, Oregon|Gladstone]] and [[Clackamas, Oregon|Clackamas]]. Near [[Johnson City, Oregon|Johnson City]], I-205 intersects the west end of [[Oregon Route 212|OR&nbsp;212]], which provides access to [[Boring, Oregon|Boring]] and [[Mount Hood]]. The concurrency with OR&nbsp;213 ends at a [[partial cloverleaf interchange]] with [[Oregon Route 224|OR&nbsp;224]]—the [[Sunrise Expressway]]—near several [[radio tower]]s 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 area|unincorporated]] residential area between [[Milwaukie, Oregon|Milwaukie]] and [[Happy Valley, Oregon|Happy Valley]].<ref>{{cite map |date=July 2020 |title=Clackamas County Road Map |url=http://cmap.clackamas.us/roadmap/ |publisher=Clackamas County GIS |access-date=July 16, 2020 |archive-date=July 17, 2020 |archive-url=https://web.archive.org/web/20200717083202/http://cmap.clackamas.us/roadmap/ |url-status=live }}</ref> 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, Oregon|Multnomah County]].<ref name="OR-Map"/><ref>{{cite map |title=TriMet System Map |url=https://trimet.org/maps/pdf/trimetsystem.pdf |publisher=[[TriMet]] |access-date=July 16, 2020 |archive-date=February 10, 2019 |archive-url=https://web.archive.org/web/20190210194105/https://trimet.org/maps/pdf/trimetsystem.pdf |url-status=live }}</ref>

===Portland and Vancouver===

I-205 passes through eastern Portland about {{convert|5|mi|km}} from [[Downtown Portland|downtown]], and runs parallel to OR&nbsp;213 on [[82nd Avenue]] and the [[I-205 Transitway]] that carries the MAX Green Line.<ref name="OR-Map"/> From the Clackamas Town Center, the freeway travels through residential areas in [[Lents, Portland, Oregon|Lents]] neighborhood at the foot of [[Mount Scott (Clackamas County, Oregon)|Mount Scott]], home to the [[Willamette National Cemetery]]. I-205 intersects [[U.S. Route 26 in Oregon|U.S. Route&nbsp;26]] (US&nbsp;26) at Powell Boulevard near [[Kelly Butte Natural Area|Kelly Butte]] and the [[Jade District]] in [[Powellhurst-Gilbert, Portland, Oregon|Powellhurst-Gilbert]].<ref name="PDX-Neighborhoods">{{cite map |date=March 5, 2019 |title=East Portland Community Office |url=https://www.portland.gov/sites/default/files/2020-04/11x17_portrait_coalitions_east-portland-community-office.pdf |publisher=City of Portland Office of Community & Civic Life, Bureau of Planning and Sustainability |access-date=July 16, 2020 |archive-date=July 17, 2020 |archive-url=https://web.archive.org/web/20200717081947/https://www.portland.gov/sites/default/files/2020-04/11x17_portrait_coalitions_east-portland-community-office.pdf |url-status=live }}</ref><ref>{{cite news |last=Spencer |first=Malia |date=March 17, 2020 |title=Portland launches $150K small biz grant for Jade District, with possible expansion to others |url=https://www.bizjournals.com/portland/news/2020/03/17/portland-launches-150k-small-biz-grant-for-jade.html |work=[[Portland Business Journal]] |access-date=July 16, 2020 |archive-date=June 15, 2021 |archive-url=https://web.archive.org/web/20210615195356/https://www.bizjournals.com/portland/news/2020/03/17/portland-launches-150k-small-biz-grant-for-jade.html |url-status=live }}</ref> North of Division Street, the freeway marks the boundary between the neighborhoods of [[Montavilla, Portland, Oregon|Montavilla]] and [[Hazelwood, Portland, Oregon|Hazelwood]], and the MAX Green Line switches to the east side.<ref name="PDX-Neighborhoods"/> I-205 then intersects Stark, Burnside, and Gilsan streets via a series of weaved ramps near [[Mall 205]] and the [[Adventist Health Portland]] hospital.<ref name="google"/>

[[File:Glenn L. Jackson Memorial Bridge aerial view from southeast 2015-10-20.jpg|thumb|right|Aerial view of the [[Glenn L. Jackson Memorial Bridge]], which carries I-205 across the [[Columbia River]]|alt=Aerial view of a highway bridge on columns crossing a river and a narrow island.]]

North of Gilsan Street, the freeway intersects [[Interstate 84 in Oregon|I-84]] and [[U.S. Route 30 in Oregon|US&nbsp;30]] near the [[Gateway/Northeast 99th Avenue Transit Center]], where the MAX Green Line turns west.<ref name="google"/> I-205 and I-84/US&nbsp;30 travel parallel to each other for {{convert|1|mi|km|spell=in}} along the base of [[Rocky Butte]], where they follow a section of the [[MAX Red Line]] on the I-205 Transitway. I-84/US&nbsp;30 turns east towards the [[Columbia River Gorge]] at Northeast Fremont Street, while I-205 continues north around the suburban enclave of [[Maywood Park, Oregon|Maywood Park]] with the light rail trackway in its median.<ref name="OR-Map"/> The freeway intersects [[U.S. Route 30 Bypass (Oregon)|US&nbsp;30 Bypass]] ([[Lombard Street (Portland, Oregon)|Lombard Street]] and Sandy Boulevard) and turns northeast to pass under a railroad in [[Parkrose, Portland, Oregon|Parkrose]].<ref name="PDX-Neighborhoods"/> 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]].<ref name="google"/> I-205 crosses the Columbia River and [[Government Island (Oregon)|Government Island]] on the eight-lane Glenn L. Jackson Memorial Bridge, a concrete [[segmental bridge]] that spans {{convert|11,750|ft|m}} between Oregon and Washington.<ref name="Columbian-Bridge82">{{cite news |date=December 12, 1982 |title=It's a fact: I-205 Bridge ready |page=A1 |url=https://history.columbian.com/i-205-bridge/ |work=The Columbian |access-date=July 16, 2020 |archive-date=July 17, 2020 |archive-url=https://web.archive.org/web/20200717065445/https://history.columbian.com/i-205-bridge/ |url-status=live }}</ref>

On the Washington side of the river, I-205 serves the northeastern side of Vancouver and its unincorporated suburbs in [[Clark County, Washington|Clark County]].<ref name="WSDOT-Corridor"/><ref name="WSDOT-Map">{{cite WSDOT map |year=2014 |inset=[https://web.archive.org/web/20201017160925/https://wsdot.wa.gov/sites/default/files/2017/08/31/highway-map-Vancouver.pdf Vancouver] |access-date=July 17, 2020}}</ref> The freeway intersects [[Washington State Route 14|State Route&nbsp;14]] (SR&nbsp;14), a regional east–west freeway that connects to Downtown Vancouver and the [[Camas, Washington|Camas]]–[[Washougal, Washington|Washougal]] area in a partial [[combination interchange]] on the north side of the river.<ref>{{cite web |date=March 19, 2014 |title=SR 205 – Exit 27: Junction SR 14 |url=https://www.wsdot.wa.gov/mapsdata/tools/InterchangeViewer/pdf/SR205/205X027.pdf |publisher=Washington State Department of Transportation |access-date=July 17, 2020 |archive-date=September 19, 2021 |archive-url=https://web.archive.org/web/20210919040711/https://www.wsdot.wa.gov/mapsdata/tools/InterchangeViewer/pdf/SR205/205X027.pdf |url-status=live }}</ref> 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, [[Washington State Route 500|SR&nbsp;500]], on the east side of the [[Vancouver Mall]].<ref name="WSDOT-Map"/><ref>{{cite web |date=March 6, 2018 |title=SR 205 – Exit 30: Junction SR 500/Vancouver Mall Drive |url=https://www.wsdot.wa.gov/mapsdata/tools/InterchangeViewer/pdf/SR205/205X030.pdf |publisher=Washington State Department of Transportation |access-date=July 17, 2020 |archive-date=July 17, 2020 |archive-url=https://web.archive.org/web/20200717093244/https://www.wsdot.wa.gov/mapsdata/tools/InterchangeViewer/pdf/SR205/205X030.pdf |url-status=live }}</ref> 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 [[Interstate 5 in Washington|I-5]].<ref name="WSDOT-Corridor"/> 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.<ref name="google"/><ref>{{cite web |date=August 10, 2016 |title=SR 5 – Exit 7: Junction SR 205/NE 134th Street/139th Street |url=https://www.wsdot.wa.gov/mapsdata/tools/InterchangeViewer/pdf/SR005/005X007.pdf |publisher=Washington State Department of Transportation |access-date=July 17, 2020 |archive-date=September 19, 2021 |archive-url=https://web.archive.org/web/20210919044611/https://www.wsdot.wa.gov/mapsdata/tools/InterchangeViewer/pdf/SR005/005X007.pdf |url-status=live }}</ref>

===Multi-use trail===
[[File:I-205 Bike Path.JPG|thumb|right|The multi-use bicycle and pedestrian trail on I-205, seen in the median of the Glenn L. Jackson Memorial Bridge|alt=View of a narrow concrete pathway between freeway lanes, separated by a concrete barrier topped with metal railings.]]

A [[multi-use path|multi-use]] bicycle and pedestrian trail follows I-205 for much of its distance on the Oregon side of the Portland metropolitan area,<ref name="WSDOT-Corridor"/> and connects to the [[Springwater Corridor]] trail near the Foster Road exit. The paved trail parallels the highway and the I-205 Transitway for {{convert|19|mi|km}}<ref>{{cite web |title=Regional trails system |date=December 16, 2014 |url=https://www.oregonmetro.gov/regional-trails-and-greenways-system |publisher=Metro |accessdate=October 17, 2021 |archive-date=October 17, 2021 |archive-url=https://web.archive.org/web/20211017083859/https://www.oregonmetro.gov/regional-trails-and-greenways-system |url-status=live }}</ref> from Oregon City to Southeast 23rd Street in Vancouver.<ref>{{cite map |year=2009 |title=I-205 Multi-Use Path: Bike and Pedestrian Route |url=https://digital.osl.state.or.us/islandora/object/osl:253 |publisher=Oregon Department of Transportation |via=[[State Library of Oregon]] Digital Collections |accessdate=October 17, 2021 |archive-date=October 17, 2021 |archive-url=https://web.archive.org/web/20211017083518/https://digital.osl.state.or.us/islandora/object/osl:253 |url-status=live }}</ref><ref>{{cite map |date=August 2012 |title=I-205 Bridge Bicycling Connections |url=https://www.portlandoregon.gov/transportation/article/412175 |publisher=[[Portland Bureau of Transportation]] |accessdate=October 17, 2021 |archive-date=July 28, 2021 |archive-url=https://web.archive.org/web/20210728233943/https://www.portlandoregon.gov/TRANSPORTATION/article/412175 |url-status=live }}</ref> The {{convert|12|ft|m|adj=mid|-wide}} trail is situated in the middle of the Glenn L. Jackson Memorial Bridge between lanes of traffic with {{convert|4.5|ft|m|adj=mid}} barriers but has no access to Government Island.<ref>{{cite news |last=Winslow |first=Larry |date=December 12, 1982 |title=Bicyclists will sniff fumes en route to Oregon getaways |page=A2 |work=The Columbian}}</ref><ref>{{cite news |last=Heffernan |first=Jack |date=November 14, 2020 |title=Cyclists clear leaves, debris from Vancouver starting point of I-205 bike path |url=https://www.columbian.com/news/2020/nov/14/cyclists-clear-leaves-debris-from-vancouver-starting-point-of-i-205-bike-path/ |work=The Columbian |accessdate=October 17, 2021 |archive-date=October 17, 2021 |archive-url=https://web.archive.org/web/20211017230332/https://www.columbian.com/news/2020/nov/14/cyclists-clear-leaves-debris-from-vancouver-starting-point-of-i-205-bike-path/ |url-status=live }}</ref> 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.<ref>{{cite news |last=Kessinger |first=Cathy |date=February 9, 1995 |title=Gordon backs I-205 light-rail route |page=A3 |work=The Columbian |url=https://www.newspapers.com/clip/101568992/gordon-backs-i-205-light-rail-route/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510025245/https://www.newspapers.com/clip/101568992/gordon-backs-i-205-light-rail-route/ |url-status=live }}</ref> ODOT maintains the I-205 Trail but some trash-pickup and site-cleanup responsibilities were transferred to the Portland city government in 2018.<ref>{{cite news |date=June 11, 2021 |title=Needles, disposable masks, debris litter I-205 bike trail, KATU meteorologist says |url=https://katu.com/news/local/needles-disposable-masks-debris-litter-i-205-bike-trail-katu-meteorologist-says |publisher=KATU |accessdate=October 17, 2021 |archive-date=October 17, 2021 |archive-url=https://web.archive.org/web/20211017083852/https://katu.com/news/local/needles-disposable-masks-debris-litter-i-205-bike-trail-katu-meteorologist-says |url-status=live }}</ref><ref>{{cite news |last=Harbarger |first=Molly |date=December 19, 2018 |title=Portland taking over homeless camp cleanups for ODOT |url=https://www.oregonlive.com/business/2018/12/portland-taking-over-homeless-camp-cleanups-for-odot.html |work=The Oregonian |accessdate=October 17, 2021 |archive-date=October 16, 2021 |archive-url=https://web.archive.org/web/20211016222734/https://www.oregonlive.com/business/2018/12/portland-taking-over-homeless-camp-cleanups-for-odot.html |url-status=live }}</ref>

==History==

===Planning and routing debate===
[[File:Portland, Oregon 1955 Yellow Book.jpg|thumb|right|The general location of Portland-area freeways from the 1955 [[Bureau of Public Roads]] plan, including the Laurelhurst Freeway as an eastern bypass|alt=Black-and-white map of the Portland area showing several highways bisecting the city.]]

In 1943, [[New York City|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.<ref name="ODOT-IH2004">{{cite report |last=Kramer |first=George |date=May 2004 |title=The Interstate Highway System in Oregon: A Historic Overview |pages=58–62 |url=http://library.state.or.us/repository/2015/201509281034391/index.pdf |publisher=Oregon Department of Transportation |via=State Library of Oregon Digital Collections |ref=Kramer |access-date=July 22, 2020 |archive-date=August 30, 2021 |archive-url=https://web.archive.org/web/20210830230835/http://library.state.or.us/repository/2015/201509281034391/index.pdf |url-status=live }}</ref> 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.<ref>{{cite news |last=Holm |first=Don |date=August 8, 1965 |title=City Freeway Proposals Born As Early As 1912 |at=sec. 3, p. 11 |work=The Oregonian}}</ref> 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.<ref>{{cite news |date=September 29, 1955 |title=3 Oregon Cities Get Upped Road Rating |page=17 |agency=[[United Press International]] |work=[[The Oregon Journal]]}}</ref><ref>{{cite book |year=1955 |title=General Location of ⁠National System of Interstate Highways |page=71 |publisher=[[Bureau of Public Roads]] |oclc=4165975 |url=https://en.wikisource.org/wiki/General_Location_of_National_System_of_Interstate_Highways |via=[[WikiSource]] |access-date=July 22, 2020 |archive-date=October 9, 2021 |archive-url=https://web.archive.org/web/20211009060116/https://en.wikisource.org/wiki/General_Location_of_National_System_of_Interstate_Highways |url-status=live }}</ref> The Oregon State Highway Commission designated it as the Laurelhurst Freeway, running along Northeast 39th Avenue—now César E. Chávez Boulevard—through [[Laurelhurst, Portland, Oregon|Laurelhurst neighborhood]] between Tualatin and crossing the Columbia River via a toll-free bridge.<ref>{{cite news |date=June 29, 1955 |title=Baldock Proposal Centers On City Freeway System |page=33 |work=The Oregonian}}</ref><ref>{{cite news |date=October 1, 1957 |title=Highway Body Seeks U.S. Subsidy To Permit Toll-Free River Bridge |page=15 |work=The Oregonian}}</ref> The bridge's proposed location was later shifted west to Northeast 30th Avenue to accommodate a runway extension at Portland International Airport.<ref>{{cite news |date=October 12, 1955 |title=Super Highway Routes Visioned |page=3 |work=The Oregon Journal}}</ref>

The [[American Association of State Highway Officials]] approved I-205 as the designation for the Portland–Vancouver bypass freeway in November 1958.<ref name="AASHO-1958">{{cite web |last=Johnson |first=A. E. |date=November 10, 1958 |title=Correspondence to W. A. Bugge |pages=1–2 |url=https://grmservices.grmims.com/vsearch/portal/public/na4/aashto/default |publisher=[[American Association of State Highway Officials]] |access-date=September 29, 2020 |archive-date=October 2, 2020 |archive-url=https://web.archive.org/web/20201002030140/https://grmservices.grmims.com/vsearch/portal/public/na4/aashto/default |url-status=live }}</ref> In 1961, it was added to Washington's [[State highways in Washington|state highway system]] as a branch of [[Primary State Highway 1 (Washington)|Primary State Highway 1]] and was [[1964 state highway renumbering (Washington)|renumbered]] to State Route&nbsp;205 in 1964.<ref>{{cite book |date=April 3, 1961 |title=Session Laws of the State of Washington, 1961 extraordinary session |chapter=Chapter 21: Highways |page=2616 |chapter-url=https://leg.wa.gov/CodeReviser/documents/sessionlaw/1961ex1c21.pdf |publisher=[[Washington State Legislature]] |accessdate=October 18, 2021 |archive-date=January 20, 2022 |archive-url=https://web.archive.org/web/20220120042303/https://leg.wa.gov/CodeReviser/documents/sessionlaw/1961ex1c21.pdf |url-status=live }}</ref><ref>{{cite web |date=December 1, 1965 |title=Identification of State Highways: Legislative Highway Numbers With Corresponding Sign Route Numbers |page=8 |url=https://wsdot.wa.gov/sites/default/files/2005/04/26/Identification-of-state-highways.pdf |publisher=[[Washington State Highway Commission]] |accessdate=October 18, 2021 |archive-date=August 30, 2021 |archive-url=https://web.archive.org/web/20210830234949/https://wsdot.wa.gov/sites/default/files/2005/04/26/Identification-of-state-highways.pdf |url-status=live }}</ref> To connect with its parent route I-5 at Tualatin, the Laurelhurst Freeway would turn west to cross the Willamette River at [[Lake Oswego, Oregon|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&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|70000000|1961}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref>{{cite news |last=Running |first=Jim |date=March 21, 1959 |title=Portland Freeways To Gobble U.S. Aid |page=2 |work=The Oregon Journal}}</ref><ref>{{cite news |date=January 18, 1961 |title=Highway Costs In City To Hit $240 Million; Estimates Cover Next 2 Decades |page=1 |work=The Oregonian}}</ref> A corresponding western bypass of Portland was omitted from plans due to the topography of the [[Tualatin Mountains]] and a low population,<ref>{{cite news |last=Edwards |first=Herman |date=August 27, 1961 |title=Baldock Completion To Change Portland Driving Habits |page=1 |work=The Oregonian}}</ref> but in the 1960s was unsuccessfully proposed as the [[Rivergate Freeway]].<ref name="OR-West65">{{cite news |date=October 19, 1965 |title=County Proposes New I-205 Route; Highway Chief Swiftly Rejects It |page=9 |work=The Oregonian}}</ref><ref>{{cite news |date=July 19, 1969 |title=Long-Range Planners Propose 14 Freeways |at=sec. 3, p. 6 |work=The Oregonian}}</ref>

The first set of alternatives for the Laurelhurst Freeway, which was renamed the Central East Side Freeway and later referred to as I-205,<ref name="OR-Name63">{{cite news |last=Edwards |first=Herman |date=August 19, 1963 |title=East Portland Freeway Interstate Plan To Get New Name But Still Hot Highway Potato |at=sec. 3, p. 6 |work=The Oregonian}}</ref> were presented to the public in 1961 and 1962 ahead of a formal routing study.<ref>{{cite news |date=April 25, 1962 |title=Laurelhurst Studies Set |at=sec. 3, p. 5 |work=The Oregonian}}</ref><ref name="OR-Edwards62">{{cite news |last=Edwards |first=Herman |date=March 12, 1962 |title=Storm Clouds Gather Over Proposed Laurelhurst Freeway |page=6 |work=The Oregonian}}</ref> 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 [[Lake Oswego School District|local school district]], which feared it would isolate the schools from homes.<ref>{{cite news |last=Sanderson |first=William |date=December 22, 1961 |title=Lake Oswego School Board Opposes Road Dividing District |page=14 |work=The Oregonian}}</ref><ref>{{cite news |date=March 4, 1962 |title=Oswego Women Prepare To Oppose Routing Of Freeway |page=37 |work=The Oregonian}}</ref> 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.<ref>{{cite news |date=January 19, 1962 |title=Laurelhurst, Shattuck Citizens Weigh Proposed Freeway Effects |page=18 |work=The Oregonian}}</ref> 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.<ref>{{cite news |date=April 17, 1963 |title=Lake Oswego City Council Agrees To Oppose Construction Of New Bridge, Freeway |page=15 |work=The Oregonian}}</ref>

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&nbsp;26) from I-5 at the [[Marquam Bridge]], which had already been proposed for the [[Mount Hood Freeway]].<ref name="OR-Name63"/><ref>{{cite news |date=August 6, 1963 |title=Alternates Of Bypass Get Study |page=1 |work=The Oregonian}}</ref> After initial disagreements, the city governments of West Linn and [[Milwaukie, Oregon|Milwaukie]] joined with a local [[chamber of commerce]] to support the Lake Oswego and 111th Avenue alternatives, while Lake Oswego remained opposed.<ref>{{cite news |date=September 4, 1963 |title=Freeway Route Plan Due For Disclosure |page=15 |work=The Oregonian}}</ref><ref>{{cite news |last=Edwards |first=Herman |date=September 5, 1963 |title=State Won't 'Force' Freeway On Opponents Of Route Through Oswego |page=11 |work=The Oregonian}}</ref>

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.<ref>{{cite news |date=April 24, 1964 |title=Lake Oswego's Fear Of Road Route Eased |page=2 |work=The Oregon Journal}}</ref> 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,<ref name="Oregonian-Computers">{{cite news |last=Holm |first=Don |date=June 14, 1964 |title=New Freeway Route Result Of 4-Year Study By Computers |page=42 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Ostergren |first=Jack |date=June 18, 1964 |title=Below Level Freeway Planned In East Portland |page=2 |work=The Oregon Journal}}</ref><ref>{{cite news |date=June 18, 1964 |title=Freeway Route Sent To State For Formal OK |page=1 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Ostergren |first=Jack |date=June 11, 1964 |title=Proposed North-South Freeway Follows 52nd Avenue Through East Portland |page=8 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Holm |first=Don |date=June 11, 1964 |title=52nd Avenue Freeway Route Recommended |page=1 |work=The Oregonian}}</ref> The PVVMTS used an electronic computer system to compile and analyze various routes on the corridor over a four-year period to produce its recommendation.<ref name="Oregonian-Computers"/>

The PVMTS-recommended route faced opposition from public officials in Vancouver, Lake Oswego, and Multnomah County;<ref>{{cite news |date=June 17, 1964 |title=Freeway Opposition Voiced In Vancouver |page=1 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Reid |first=J. Edward |date=June 17, 1964 |title=Opposition To Route Unchanged |page=8 |work=The Oregon Journal}}</ref> as well as citizens at public hearings held in Milwaukie, eastern Portland, Lake Oswego, and Glencoe.<ref>{{cite news |last=Green |first=Miles |date=June 23, 1964 |title=Freeway Route Encounters Opposition At Milwaukie, Glencoe Meetings |page=4 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Green |first=Miles |date=June 24, 1964 |title=Freeway Location Opposed |page=3 |work=The Oregon Journal}}</ref> Other proposals from political and commercial groups included routing the east–west leg as far south as [[Canby, Oregon|Canby]] and as far east as [[Gresham, Oregon|Gresham]].<ref>{{cite news |date=June 28, 1964 |title=Anti-Freeway Bandwagon Rolls As Clackamas County Petitions Circulate |page=22 |work=The Oregonian}}</ref> 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&nbsp;million less (equivalent to ${{Format price|{{Inflation|US-GDP|38000000|1964}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} than the PVMTS plan.<ref>{{cite news |date=June 30, 1964 |title=County To Resist 52nd Freeway; 96th Ave. Supported For Route |page=1 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Sanderson |first=William |date=July 5, 1964 |title=Controversy Flares Over Cost Estimates On Proposed Routes For Interstate Freeway |page=31 |work=The Oregonian}}</ref> 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.<ref>{{cite news |date=July 9, 1964 |title=Protesters Organize |page=8 |work=The Oregon Journal}}</ref><ref>{{cite news |date=August 28, 1964 |title=Antifreeway Forces Attend State Highway Meeting To Protest New Route |page=25 |work=The Oregonian}}</ref>

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&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|90000000|1964}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} to construct, the Oregon State Highway Department endorsed the Mount Hood Freeway and 96th Avenue alignment for I-205.<ref>{{cite news |date=October 14, 1964 |title=State OKs 96th Ave. Freeway |page=1 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Sullivan |first=Ann |date=October 10, 1964 |title=State Engineer Backs 96th Avenue Freeway; East Route For I-205 Wins Nod |page=1 |work=The Oregonian}}</ref> The decision drew criticism from members of the PVMTS, particularly in Clark County on the Washington side,<ref>{{cite news |date=October 20, 1964 |title=Freeway Decision Assailed |page=1 |work=The Oregon Journal}}</ref> and the Portland City Planning Commission despite the city's earlier support of the 96th Avenue alignment.<ref>{{cite news |date=October 21, 1964 |title=City Opposes I-205 Route |page=20 |work=The Oregonian}}</ref><ref>{{cite news |date=October 21, 1964 |title=96th Freeway Draws Protest In City Council |page=1 |work=The Oregonian}}</ref> In early December, the Oregon State Highway Commission organized a week-long public hearing and exhibit for the proposed corridor at the [[Keller Auditorium|Portland Public Auditorium]],<ref>{{cite news |last=Sanderson |first=William |date=December 6, 1964 |title=Interstate 205 Faces Scrutiny |page=1 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Sanderson |first=William |date=December 12, 1964 |title=Charges of 'Deceit, Cynicism' Flung At Roads Commission |page=8 |work=The Oregonian}}</ref><ref>{{cite news |last=Ostergren |first=Jack |date=December 12, 1964 |title=City Noncommittal On I-205; County Backs 'Hood' Routing |page=3 |work=The Oregon Journal}}</ref>

The Oregon State Highway Commission had planned to send its own recommendation to the Bureau of Public Roads but delayed action due to a [[Christmas flood of 1964|major flood in December 1964]] that destroyed several highways.<ref>{{cite news |date=January 24, 1965 |title=I-205 Decision Set Aside As Highway Office Works To Repair Flood Damaged Roads |page=F7 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Sanderson |first=William |date=January 28, 1965 |title=I-205 Freeway Dispute May Shove Route Outside Portland City Limits |page=1 |work=The Oregonian}}</ref><ref>{{cite news |last=Tippens |first=Jerry |date=February 24, 1965 |title=City Gets Freeway Ultimatum |page=1 |work=The Oregon Journal}}</ref> The commission endorsed the Mount Hood—96th Avenue alignment in March 1965.<ref>{{cite news |date=March 11, 1965 |title=Hood Route Selected For Interstate 205 |page=1 |work=The Oregon Journal |agency=Associated Press}}</ref><ref>{{cite news |last=Federman |first=Stan |date=March 12, 1965 |title=State Freeway Planners Pick 96th Avenue Route |page=1 |work=The Oregonian}}</ref> 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 (Willamette River tributary)|Johnson Creek]] to avoid Lake Oswego.<ref>{{cite news |date=March 19, 1965 |title=City Planners To Offer New Freeway Route |page=1 |work=The Oregonian}}</ref><ref>{{cite news |last=Ostergren |first=Jack |date=April 1, 1965 |title=Planners Say 52nd Ave. Route Checks 'Traffic Blight' |page=4 |work=The Oregon Journal}}</ref> In April, the [[Portland City Council (Oregon)|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.<ref>{{cite news |last=Ostergren |first=Jack |date=April 8, 1965 |title=City Kills Hood Route; Bowes Lashes State's 'Tactics' |page=2 |work=The Oregon Journal}}</ref>

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.<ref>{{cite news |date=May 14, 1965 |title=State Proposes Alternate Route For Controversial I-205 Link |page=26 |work=The Oregonian}}</ref> 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.<ref name="OR-WLinn65">{{cite news |last=Federman |first=Stan |date=May 14, 1965 |title=State Eyes West Linn-96th Avenue Freeway Proposal |page=1 |work=The Oregonian}}</ref> The new alignment would be {{convert|3.7|mi|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.<ref name="OR-WLinn65"/><ref>{{cite news |last=Federman |first=Stan |date=March 17, 1965 |title=Major North-South Freeway May Come True For Clackamas County |page=19 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Sculz |first=Blaine |date=June 5, 1965 |title=I-205 Planners Offer West Linn Or Northing |page=1 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Federman |first=Stan |date=June 5, 1965 |title=Reaction Varies On Freeway Route Plan |page=6 |work=The Oregonian}}</ref><ref>{{cite news |last=Ostergren |first=Jack |date=June 29, 1965 |title=City, State Planners OK Freeway |page=1 |work=The Oregon Journal}}</ref>

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.<ref name="OR-Portland965">{{cite news |date=September 9, 1965 |title=I-205 Freeway Route Draws Nod |page=14 |work=The Oregonian}}</ref><ref>{{cite news |last=Federman |first=Stan |date=August 11, 1965 |title=State Switches To West Linn-96th Route For I-205; City Okays Mt. Hood Road Plan |page=1 |work=The Oregonian}}</ref> A day earlier, the [[Washington State Highway Commission]], having rejected an earlier proposal from Clark County to extend the freeway to [[Ridgefield, Washington|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.<ref name="OR-Portland965"/><ref>{{cite news |date=June 11, 1965 |title=County Asks I-205 Switch |at=sec. 3, p. 8 |work=The Oregonian}}</ref> 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.<ref name="OR-West65"/>

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.<ref>{{cite news |last=Olmos |first=Robert |date=November 20, 1965 |title=State Picks Route For Controversial I-205 |page=1 |work=The Oregonian}}</ref><ref>{{cite news |last=Stark |first=Zan |date=November 19, 1965 |title=96th Avenue Freeway Wins State's Approval |page=1 |work=The Oregon Journal |agency=United Press International}}</ref> The Washington side's routing was finalized in late December and was also forwarded to the BPR.<ref>{{cite news |date=December 21, 1965 |title=I-205 Plan Bypasses Vancouver |page=1 |work=The Oregon Journal |agency=Associated Press}}</ref> The BPR approved the revised routing in Oregon in March 1966; this was followed two months later by approval of Washington's alignment.<ref>{{cite news |date=March 9, 1966 |title=West Linn I-205 Route OKd |page=2 |work=The Oregon Journal}}</ref><ref>{{cite news |date=May 1966 |title=New Freeway Route Approved! |page=27 |work=Washington Highway News |volume=13 |issue=1 |publisher=Washington State Department of Highways |oclc=29654162 |url=https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/5001/rec/2 |via=WSDOT Library Digital Collections |accessdate=October 18, 2021 |archive-date=October 18, 2021 |archive-url=https://web.archive.org/web/20211018100019/https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/5001/rec/2 |url-status=live }}</ref> I-205 was also integrated into the state highway system of Oregon as East Portland Freeway Highway No. 64 on April 21, 1966.<ref>{{cite web |author=Engineering Automation Section, Engineering and Technical Services |date=March 2020 |title=History of Highways in Oregon |page=64{{hyphen}}2 |url=https://www.oregon.gov/ODOT/ETA/Documents_Geometronics/ROW-Eng_State-Highway-History.pdf |publisher=Oregon Department of Transportation |accessdate=October 18, 2021 |archive-date=August 30, 2021 |archive-url=https://web.archive.org/web/20210830230925/https://www.oregon.gov/ODOT/ETA/Documents_Geometronics/ROW-Eng_State-Highway-History.pdf |url-status=live }}</ref> The 52nd Avenue alignment was revived as a separate freeway proposal in a long-term plan but was never fully funded.<ref>{{cite news |date=August 17, 1966 |title=Renewed Controversy Expected At New 52nd Ave. Freeway Bid |page=4 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Mershon |first=Andrew |date=September 25, 1966 |title=Portland's Future Highways Are Already On The Maps |page=F6 |work=The Oregonian}}</ref> 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.<ref>{{cite news |date=April 10, 1969 |title=State To Explain Two Proposals For Route Of Mt. Hood Freeway From Willamette East |page=35 |work=The Oregonian}}</ref><ref>{{cite news |last=Mesh |first=Aaron |date=November 4, 2014 |title=Feb. 4, 1974: Portland kills the Mount Hood Freeway |url=https://www.wweek.com/portland/article-23466-feb-4-1974-portland-kills-the-mount-hood-freeway.html |work=[[Willamette Week]] |accessdate=October 18, 2021 |archive-date=October 18, 2021 |archive-url=https://web.archive.org/web/20211018100020/https://www.wweek.com/portland/article-23466-feb-4-1974-portland-kills-the-mount-hood-freeway.html |url-status=live }}</ref>

===Tualatin–Clackamas construction===
[[File:Abernethy Bridge from Oregon City Elevator.jpg|thumb|right|I-205 crosses the [[Willamette River]] on the [[Abernethy Bridge]], which opened in 1970.|alt=View of a highway bridge on four columns crossing a river with low-rise buildings in the background.]]

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.<ref>{{cite news |date=April 7, 1967 |title=First Operations Begin On Bridge Construction |page=20 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Holm |first=Don |date=March 26, 1968 |title=Riverfront Saved At Oregon City |page=4 |work=The Oregonian}}</ref> 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.<ref>{{cite news |date=January 8, 1968 |title=Path Cleared For New Bridge |at=sec. 3, p. 4 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Ferschweiler |first=Tom |date=March 7, 1968 |title=I-205 Design Will Cut Monotony Danger |page=ME2 |work=The Oregon Journal}}</ref> The George Abernethy Bridge opened to traffic on May 28, 1970, and cost $17.1&nbsp;million to construct (equivalent to ${{Format price|{{Inflation|US-GDP|17100000|1970}}}} in {{Inflation-year|US-GDP}} dollars),{{inflation-fn|US-GDP}} completing the first section of I-205.<ref>{{cite news |last=Goranson |first=Eric |date=May 29, 1970 |title=First I-205 Link Opened By McCall |page=4 |work=The Oregon Journal}}</ref>

Construction on the second section of I-205, which spanned {{convert|8|mi|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&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|22500000|1971}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} and required the removal of {{convert|2.5|e6cuyd}} of soil and rock.<ref name="OR-Slides70">{{cite news |last=Bacon |first=Leonard |date=September 24, 1970 |title=Slides Plague I-205 Project At West Linn |page=24 |work=The Oregonian}}</ref> Work included the blasting of [[basalt]] cliffs for over a year during daytime hours.<ref>{{cite news |date=January 12, 1971 |title=Officials Open New I-205 Link |page=4 |work=The Oregon Journal}}</ref><ref>{{cite news |date=September 26, 1968 |title=Residents Warned Of Blasting In West Linn |page=ME1 |work=The Oregon Journal}}</ref> 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;<ref name="OR-Slides70"/> after several months of water rationing, the reservoir was replaced with state funding the following year.<ref>{{cite news |last=Bacon |first=Leonard |date=July 3, 1970 |title=New 600,000 Gallon Reservoir To End West Linn Water Rationing |page=9 |work=The Oregonian}}</ref>

The West Linn section's opening spurred new residential development in the area and was expected to cause major increases in [[smog]] density.<ref>{{cite news |date=January 12, 1972 |title=Freeway 'Opens' West Linn Area To Developers |page=ME2 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Ryan |first=Beth |date=February 26, 1973 |title=Freeway, bridge bring major changes in West Linn |page=29 |work=The Oregonian}}</ref><ref>{{cite news |date=November 12, 1970 |title=Increase In Smog Density Expected From Freeway |page=21 |work=The Oregonian}}</ref> 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.<ref>{{cite news |date=May 5, 1971 |title=I-205 Section Designated Scenic |page=ME1 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Goranson |first=Eric |date=November 18, 1970 |title=Stretch Of I-205 Set For Opening |page=ME3 |work=The Oregon Journal}}</ref> In late 1972, the freeway was extended northeast from Oregon City to Gladstone,<ref>{{cite map |year=1971 |title=Official Oregon Highway Map, 1971 |inset=Portland–Salem Area |publisher=Oregon State Highway Division |lccn=75696277 |url=https://digital.osl.state.or.us/islandora/object/osl%3A70855 |via=State Library of Oregon Digital Collections |accessdate=October 19, 2021 |archive-date=October 19, 2021 |archive-url=https://web.archive.org/web/20211019072206/https://digital.osl.state.or.us/islandora/object/osl:70855 |url-status=live }}</ref><ref>{{cite news |date=October 6, 1972 |title=More freeway nearly ready |page=24 |work=The Oregonian}}</ref> connecting to an existing expressway bypass for OR&nbsp;213 through Park Place that opened in July 1962.<ref>{{cite news |date=July 27, 1962 |title=Danger Area Under Check |at=sec. 3, p. 8 |work=The Oregonian}}</ref><ref>{{cite news |date=September 19, 1968 |title=More County Roads On Way |page=ME2 |work=The Oregon Journal}}</ref> The interchange with OR&nbsp;99E on the east approach of the bridge was built on [[land reclamation|fill]] using debris from excavation of the West Linn section.<ref>{{cite news |date=June 25, 1970 |title=3rd I-205 Segment Starts Soon |page=ME4 |work=The Oregon Journal}}</ref> The final section in Clackamas County, connecting OR&nbsp;213 at Lake Road to Sunnyside Road, opened in February 1975.<ref>{{cite news |date=February 21, 1975 |title=Now Open To Traffic |page=C8 |work=The Oregon Journal}}</ref>

===Portland delays and design changes===

In June 1967, on its second attempt,<ref>{{cite news |date=June 14, 1967 |title=May Park To Ballot On Incorporation Issue |page=26 |work=The Oregonian}}</ref> the neighborhood of [[Maywood Park, Oregon|Maywood Park]] near Rocky Butte incorporated as a city to halt construction of I-205 by filing suit against the state.<ref>{{cite news |last=Koberstein |first=Paul |date=September 20, 1983 |title=Maywood Park residents weigh options |page=ME1 |work=The Oregonian}}</ref><ref>{{cite news |date=November 20, 1965 |title=Maywood Park Plans To Battle Encroachment By New Freeway |page=13 |work=The Oregonian}}</ref> The lawsuit delayed planning; Maywood Park lost its case,<ref>{{cite news |date=April 24, 1969 |title=Judge Supports State In I-205 Route Case |page=16 |work=The Oregonian}}</ref> and appealed through county and state courts but in 1976, the city's final appeal to the [[United States Court of Appeals for the Ninth Circuit|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.<ref>{{cite news |last=Munson |first=Alden |date=December 31, 1974 |title=I-205 Stymied By Suit |page=B8 |work=The Oregon Journal}}</ref><ref>{{cite news |date=June 12, 1976 |title=Maywood Park rebuffed again |page=C6 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Ford |first=Sue |date=September 27, 1977 |title=Maywood Park had strong voice in designing I-205 in town |page=E9 |work=The Oregonian}}</ref>

Another objection to the freeway's routing came from the [[Port of Portland (Oregon)|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.<ref>{{cite news |date=March 20, 1969 |title=Airport Fuss Hits I-205 Job |page=ME3 |work=The Oregon Journal}}</ref> 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.<ref>{{cite news |last=Federman |first=Stan |date=August 17, 1969 |title=Tualatin-Oregon City Section Of I-205 On Schedule |page=RE16 |work=The Oregonian}}</ref><ref>{{cite news |last=Yocom |first=Doug |date=August 9, 1972 |title=8-Lane Bridge Designed Over Columbia For I-205 |page=9 |work=The Oregon Journal}}</ref> The FHWA approved the bridge's basic design in September 1971;<ref>{{cite news |date=September 29, 1972 |title=Columbia Bridge Plan OKd |page=1 |work=The Oregon Journal |agency=United Press International}}</ref> the design was extensively modified after the runway extension plans were abandoned in 1973.<ref name="Columbian-History82">{{cite news |last=Ryll |first=Thomas |date=December 12, 1982 |title=Contention swirls through I-205's lengthy history |page=A11 |work=The Columbian |url=https://www.newspapers.com/clip/101561376/contention-swirls-through-i-205s/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024939/https://www.newspapers.com/clip/101561376/contention-swirls-through-i-205s/ |url-status=live }}</ref> The lack of a runway expansion and its associated dredging work would necessitate a longer southern approach, which increased costs by $20&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|20000000|1973}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} and delayed planning by 20 months.<ref>{{cite news |date=March 7, 1973 |title=Airport plan shift hikes bridge cost |page=13 |work=The Oregonian}}</ref><ref>{{cite news |last=Stone |first=Jerry |date=September 25, 1973 |title=Further Bridge Delay Seen |page=2 |work=The Oregon Journal}}</ref> The bridge plans were also modified to include a bicycle and pedestrian path in the median to comply with the [[Oregon Bicycle Bill]].<ref>{{cite news |date=August 10, 1973 |title=I-205 bridge plans include bike lane |page=12 |work=The Oregonian}}</ref>

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.<ref>{{cite news |date=December 13, 1967 |title=Houses Auctioned Along I-205 Route |page=1 |work=The Oregon Journal}}</ref><ref>{{cite news |date=November 16, 1967 |title=Buildings In Path Of Freeway To Be Auctioned At West Linn |page=ME2 |work=The Oregon Journal}}</ref> 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.<ref>{{cite news |last=Lysiak |first=Oleh |date=October 4, 1967 |title=Businessmen 'Educate' Morse On Freeway Relocation Costs |page=3 |work=The Oregon Journal}}</ref><ref>{{cite news |date=April 11, 1968 |title=Businesses Ask Relief |page=19 |work=The Oregonian |agency=Associated Press}}</ref> 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.<ref>{{cite news |date=April 3, 1969 |title=I-205 Dispute Simmers In Clackamas |page=ME2 |work=The Oregon Journal}}</ref><ref>{{cite news |date=December 26, 1968 |title=I-205 Hit Anew On 2 Fronts |page=ME1 |work=The Oregon Journal}}</ref> 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.<ref>{{cite news |date=May 7, 1968 |title=State Highway Department Accused Of Submitting 'Phony' I-205 Route For Appraisal |at=sec. 3, p. 20 |work=The Oregonian}}</ref><ref>{{cite news |last=Federman |first=Stan |date=October 2, 1969 |title=Controversial I-205 Shakes Loose Of Red Tape Impeding Progress |page=27 |work=The Oregonian}}</ref>

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.<ref>{{cite news |date=August 6, 1970 |title=Hearing Slated On I-205 Project |page=2 |work=The Oregon Journal}}</ref> 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 {{convert|50|ft|m}} from the freeway, and requested several design changes with a full [[environmental impact statement]] (EIS).<ref>{{cite news |date=September 25, 1970 |title=Council Asks I-205 Changes |page=12 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Long |first=James |date=May 20, 1972 |title=Jailed Sex Offender Gets 'No Help' Here |page=6 |work=The Oregon Journal}}</ref> 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.<ref>{{cite news |date=November 18, 1972 |title=Report says I-205 wouldn't do major environmental harm |page=31 |work=The Oregonian |agency=Associated Press}}</ref><ref>{{cite news |last=Colby |first=Richard |date=September 29, 1973 |title=Planner asks 2nd look at I-205 strip |page=12 |work=The Oregonian}}</ref>

[[File:Ramp-to-ramp connections (49169218966).jpg|thumb|right|Aerial view of I-205 at Southeast Division Street in Portland with the [[MAX Green Line]] running parallel to the freeway|alt=Aerial image of a wide freeway at an interchange that also includes a two-track light rail line.]]

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.<ref>{{cite news |last=Smith |first=Dean |date=July 2, 1974 |title=County Rescinds I-205 OK |page=A4 |work=The Oregon Journal}}</ref> 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.<ref name="ODOT-IH2004"/><ref>{{cite news |date=July 3, 1974 |title=County rejects state I-205 plan |page=1 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Woehler |first=Jeff |date=February 19, 1975 |title=Irate Clark Hits U.S. 205 Move |page=A4 |work=The Oregon Journal}}</ref> The Portland City Council called on the state and county to seek a compromise but endorsed the modified design with a busway.<ref>{{cite news |date=April 24, 1975 |title=Council backs I-205 if modified |page=B4 |work=The Oregonian}}</ref>

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.<ref>{{cite news |last=McCarthy |first=Dennis |date=February 24, 1975 |title=I-205 News Good, Bad |page=A11 |work=The Oregon Journal}}</ref> 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.<ref>{{cite news |date=July 26, 1975 |title=Straub–county agreement reached on I-205 design |page=A12 |work=The Oregonian}}</ref> 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.<ref>{{cite news |date=November 21, 1975 |title=Foes rip county design for I-205 |page=A16 |work=The Oregonian}}</ref><ref>{{cite news |last=Hortsch |first=Dan |date=December 3, 1975 |title=Crowd backs 8-lane I-205 |page=B10 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Sorensen |first=Donald J. |date=January 20, 1976 |title=Meyer ties Gateway plans, I-205 |page=A1 |work=The Oregonian}}</ref>

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.<ref>{{cite news |last=Hortsch |first=Dan |date=January 18, 1976 |title=3rd plan devised for I-205 |page=A17 |work=The Oregonian}}</ref><ref>{{cite news |last=Crick |first=Rolla J. |date=May 20, 1976 |title=Discordant Notes Fill Freeway Tune |page=4 |work=The Oregon Journal}}</ref> The FHWA initially opposed the busway design and were concerned about the safety of partial interchanges,<ref>{{cite news |last=Hortsch |first=Dan |date=November 2, 1975 |title=U.S. objects to state I-205 busway plan |page=D4 |work=The Oregonian}}</ref> but later withdrew their complaints following further design changes and endorsed the third concept in December.<ref name="ODOT-IH2004"/><ref>{{cite news |last=Hortsch |first=Dan |date=December 14, 1975 |title=I-205 freeway has miles to travel before it goes anywhere |page=G1 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Hortsch |first=Dan |date=February 5, 1976 |title=County commissioners give backing to I-205 design |page=A11 |work=The Oregonian}}</ref><ref>{{cite news |last=Collins |first=Huntly |date=February 26, 1976 |title=City gives state go-ahead on I-205 impact statement |page=A1 |work=The Oregonian}}</ref><ref>{{cite news |last=McCarthy |first=Dennis |date=April 21, 1976 |title=Latest I-205 Link Plan Includes Significant Changes |page=ME11 |work=The Oregon Journal}}</ref> 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.<ref>{{cite news |last=Collins |first=Huntly |date=June 4, 1976 |title=City Council OKs I-205 completion |page=B1 |work=The Oregonian}}</ref><ref>{{cite news |last=Woehler |first=Jeff |date=June 10, 1976 |title=County OKs I-205 Proposal |page=5 |work=The Oregon Journal}}</ref> The final EIS was published in July and submitted to the FHWA, which granted its approval in October 1976.<ref>{{cite news |last=Hortsch |first=Dan |date=October 7, 1976 |title=I-205 section passes tests for final approval |page=E12 |work=The Oregonian}}</ref> The state government acquired 1,448 properties on the I-205 route, mostly by the end of 1973 and at a cost of $120&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|120000000|1974}}}} in {{Inflation-year|US-GDP}} dollars);{{inflation-fn|US-GDP}} the properties were cleared while the state government waited for the design changes.<ref>{{cite news |last=McCarthy |first=Dennis |date=January 21, 1974 |title=I-205 Right-Of-Way Acquired By State |page=ME8 |work=The Oregon Journal}}</ref><ref>{{cite news |last=Colby |first=Richard |date=February 16, 1975 |title=Highway Division releases 2-inch-thick I-205 environmental report |page=A13 |work=The Oregonian}}</ref>

===Portland and Vancouver construction===
[[File:PD 0195The Glenn L. Jackson Memorial Bridge from Columbia River - Under Construction.JPG|thumb|right|Construction of the [[Glenn L. Jackson Memorial Bridge]] viewed from the [[Columbia River]]|alt=View of several high columns emerging from the water with a crane between them]]

Construction of the {{convert|11|mi|km|adj=on}} section on the Washington side of the river began in July 1971.<ref name="WSDOT-1977">{{cite news |date=January 25, 1977 |title=Interstate 205 Opens |page=2 |work=Interchange Newsletter |publisher=Washington State Department of Highways |url=https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll14/id/1946/ |via=WSDOT Library Digital Collections |accessdate=November 4, 2021 |archive-date=November 5, 2021 |archive-url=https://web.archive.org/web/20211105043721/https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll14/id/1946/ |url-status=live }}</ref> 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.<ref>{{cite news |last=Bacon |first=Leonard |date=August 4, 1972 |title=Indian campsite excavated in I-205 |page=22 |work=The Oregonian}}</ref> The Washington section cost $35&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|35000000|1975}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} to construct; it opened to traffic in two stages without formal ceremonies.<ref name="WSDOT-1977"/> The northern section from Northeast 83rd Street to I-5 opened on August 22, 1975,<ref>{{cite news |date=August 22, 1975 |title=Freeway awaits opening |page=3 |work=The Columbian |url=https://www.newspapers.com/clip/101563546/freeway-awaits-opening/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024940/https://www.newspapers.com/clip/101563546/freeway-awaits-opening/ |url-status=live }}</ref> and the southern section from SR&nbsp;14 to Northeast 83rd Street opened on December 22, 1976.<ref>{{cite news |last=Prager |first=Michael |date=December 23, 1976 |title=I-205 speeds travel in county |page=2 |work=The Columbian |url=https://www.newspapers.com/clip/101563609/i-205-speeds-travel-in-county/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024944/https://www.newspapers.com/clip/101563609/i-205-speeds-travel-in-county/ |url-status=live }}</ref><ref>{{cite news |date=December 19, 1976 |title=Washington I-205 section to be opened |page=1 |work=The Columbian |url=https://www.newspapers.com/clip/101563647/washington-i-205-section-to-be-opened/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024943/https://www.newspapers.com/clip/101563647/washington-i-205-section-to-be-opened/ |url-status=live }}</ref> A new shopping center, the Vancouver Mall, was built at the I-205 and SR&nbsp;500 interchange to attract cross-state traffic, and opened in 1977.<ref>{{cite news |last=Bacon |first=Leonard |date=November 22, 1977 |title=I-205 bridge to have heavy impact on East County shopping |page=E3 |work=The Oregonian}}</ref>

Construction of the first Portland section, which extended I-205 by {{convert|2.7|mi|km}} from Sunnyside Road to Foster Road in southeastern Portland, began in early 1975.<ref>{{cite news |last=McCarthy |first=Dennis |date=July 2, 1975 |title=Sunnyside-Foster Road Link Of I-205 Underway; Workers Completing 2.7 Miles of City Bypass |page=46 |work=The Oregon Journal}}</ref> It opened to traffic on January 26, 1976, following a month-long delay caused by a shortage of signs and [[gantry (transport)|gantries]].<ref>{{cite news |date=January 25, 1976 |title=I-205 section to be opened |page=B1 |work=The Oregonian}}</ref><ref>{{cite news |date=January 21, 1976 |title=Freeway Section Delayed |page=9 |work=The Oregon Journal}}</ref> The state government awarded contracts for the remaining sections in Portland in 1977, with grading and preliminary work beginning that year.<ref>{{cite news |last=Ford |first=Sue |date=October 25, 1977 |title=Dirt, concrete, dust mark way of I-205 route |page=B1 |work=The Oregonian}}</ref> The second section, between Foster Road and Powell Boulevard (US&nbsp;26), opened in February 1981 at a cost of $23&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|23000000|1981}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}} It comprised {{convert|1|mi|km|spell=in}} of the freeway, and a [[Interchange (road)#Braided interchange|braided interchange]] with ramps to Powell Boulevard and Division Street.<ref>{{cite news |last=Federman |first=Stan |date=February 14, 1981 |title=Mile section of I-205 to open Wednesday |page=B3 |work=The Oregonian}}</ref>

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.<ref>{{cite news |last=Goranson |first=Eric |date=August 24, 1977 |title=I-205 bridge job begun |page=4 |work=The Oregon Journal}}</ref> 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,<ref>{{cite news |last=Ryll |first=Thomas |date=December 12, 1982 |title=It's a 'first' |page=A2 |work=The Columbian |url=https://www.newspapers.com/clip/101568119/its-a-first/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024937/https://www.newspapers.com/clip/101568119/its-a-first/ |url-status=live }}</ref> and cost $175&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|175000000|1982}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} to build.<ref name="Columbian-Bridge82"/><ref>{{cite news |last=Federman |first=Stan |date=December 12, 1982 |title=New bridge recalls legendary man, links two states |page=C7 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Callister |first=Scotta |date=December 16, 1982 |title=Rain fails to faze bridge-crossers |page=E12 |work=The Oregonian}}</ref><ref>{{cite news |last=Ryll |first=Thomas |date=December 15, 1982 |title=It's open! The long wait ends as cars roll over I-205 bridge |page=A1 |work=The Columbian |url=https://www.newspapers.com/clip/101568182/its-open-the-long-wait-ends-as-cars/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024941/https://www.newspapers.com/clip/101568182/its-open-the-long-wait-ends-as-cars/ |url-status=live }}</ref> The bicycle and pedestrian path on the bridge, part of a longer system along I-205, was opened the following year.<ref>{{cite news |last=Baker |first=Jeff |date=July 1, 1983 |title=Use of bicycle paths hard to measure |page=B6 |work=The Oregonian}}</ref> 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]].<ref>{{cite news |last=Anderson |first=Julia |date=February 12, 1995 |title=Industrial evolution: Manufacturing has long been a part of the Clark County economy, but the products have changed |page=G1 |work=The Columbian |url=https://www.newspapers.com/clip/101568405/industrial-evolution/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024940/https://www.newspapers.com/clip/101568405/industrial-evolution/ |url-status=live }}</ref><ref>{{cite news |last=Mize |first=Jeffrey |date=May 4, 2009 |title=I-205 project, 30 years ago: A bridge without battles |page=A1 |work=The Columbian |url=https://www.newspapers.com/clip/101568283/i-205-project-30-years-ago-a-bridge/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024942/https://www.newspapers.com/clip/101568283/i-205-project-30-years-ago-a-bridge/ |url-status=live }}</ref> 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.<ref>{{cite news |last=Durbin |first=Kathie |date=July 3, 2011 |title=Columbia River Gorge balancing act |page=A1 |url=https://www.columbian.com/news/2011/jul/02/columbia-river-gorge-after-25-years-how-are-gorge/ |work=The Columbian |accessdate=October 27, 2021 |archive-date=October 28, 2021 |archive-url=https://web.archive.org/web/20211028054629/https://www.columbian.com/news/2011/jul/02/columbia-river-gorge-after-25-years-how-are-gorge/ |url-status=live }}</ref><ref>{{cite news |last=Dietrich |first=Bill |date=September 15, 1996 |title=Preservation meets prosperity |page=14 |work=The Seattle Times}}</ref>

The final section of I-205, which spanned {{convert|6.6|mi|km}} from Division Street to the northern junction with the Banfield Freeway, opened to traffic on March 8, 1983.<ref name="OR-Future83">{{cite news |last=Federman |first=Stan |date=March 6, 1983 |title=I-205 opening paves way to future |page=E2 |work=The Oregonian}}</ref><ref>{{cite news |last=Federman |first=Stan |date=March 9, 1983 |title=Final 6.6 miles of I-205 opened; traffic builds fast |page=B1 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Federman |first=Stan |date=November 17, 1982 |title=State officials eye March date for I-205 |page=C6 |work=The Oregonian}}</ref><ref>{{cite news |last=Gough |first=William |date=December 5, 1982 |title=New Columbia River bridge to ease Portland-area traffic |page=A23 |work=The Seattle Times}}</ref> 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.<ref>{{cite news |last=Enders |first=John |date=November 19, 1983 |title=Sheriff glad to slam door on Rocky Butte |page=C1 |work=The Oregonian}}</ref><ref>{{cite news |last=Crick |first=Rolla |date=February 28, 1984 |title=Old jail's reputation destroyed |page=B2 |work=The Oregonian}}</ref> The Division–Banfield section of I-205 initially opened with four through lanes, which was expanded to six in December 1984.<ref>{{cite news |last=Federman |first=Stan |date=November 2, 1984 |title=Final I-205 paving near from Powell to bridge |page=C10 |work=The Oregonian}}</ref> The full southern interchange was opened in 1985, coinciding with the widening of I-84 to accommodate expected traffic from I-205.<ref>{{cite news |date=July 26, 1985 |title=Ramp closures slated |page=E2 |work=The Oregonian}}</ref><ref>{{cite news |last=Federman |first=Stan |date=December 9, 1984 |title=Banfield project on time, under budget for 1985 completion |page=C7 |work=The Oregonian}}</ref> The estimated total cost of I-205 construction in 1983 was $375&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|375000000|1983}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref name="OR-Future83"/>

[[File:North portal of MAX Green Line tunnel under I-205, August 2015.jpg|thumb|right|A [[MAX Green Line]] train entering a tunnel under I-205 near Division Street|alt=A light rail train with two cars enters a shallow, two-track tunnel under a freeway]]

The parallel [[I-205 busway|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.<ref name="ODOT-IH2004"/><ref>{{cite news |last=Sherman |first=Patrick |date=March 28, 2007 |title=ClackaMAX: Day 1; After decades, light rail to Clackamas starts construction |page=1 |work=[[Clackamas Review]]}}</ref> 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.<ref>{{cite news |last=Kohler |first=Vince |date=March 27, 1986 |title=Metro study group finds interest in light-rail line along I-205 |page=MS1 |work=The Oregonian}}</ref> Congress approved the reallocation of federal funds in 1987, and was formally submitted to the FHWA by the Oregon state government in 1989.<ref>{{cite web |year=1998 |title=Part V: Interstate Withdrawal-Substitution Program |url=https://www.fhwa.dot.gov/highwayhistory/data/page05.cfm |publisher=Federal Highway Administration |accessdate=November 27, 2021 |archive-date=October 30, 2021 |archive-url=https://web.archive.org/web/20211030072005/https://www.fhwa.dot.gov/highwayhistory/data/page05.cfm |url-status=live }}</ref> 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.<ref>{{cite news |last=Thomson |first=Stephanie |date=September 11, 2001 |title=Portland to PDX on a rail |page=A1 |work=The Columbian |url=https://www.newspapers.com/clip/101568481/portland-to-pdx-on-a-rail/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024942/https://www.newspapers.com/clip/101568481/portland-to-pdx-on-a-rail/ |url-status=live }}</ref> The remainder of the transitway from Gateway to Clackamas was built out as part of the MAX Green Line, which opened in 2009.<ref>{{cite news |last=Redden |first=Jim |date=September 10, 2009 |title=After 35 years of waiting, TriMet's Green Line hits all the parties |url=http://www.portlandtribune.com/news/story.php?story_id=125252833417516900 |work=[[Portland Tribune]] |url-status=dead |archive-url=https://web.archive.org/web/20110608052643/http://www.portlandtribune.com/news/story.php?story_id=125252833417516900 |archive-date=June 8, 2011 |accessdate=October 28, 2021}}</ref>

===Later developments===

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.<ref>{{cite news |last=Harlan |first=David |date=June 27, 1985 |title=Officials confront growing problems of I-205 congestion |page=MS1 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Lesowski |first=Lynda |date=December 21, 1984 |title=Mall 205 access eased |page=D7 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Kohler |first=Vince |date=March 28, 1989 |title=Salem contractor turns in low bid for I-205 interchange |page=B2 |work=The Oregonian}}</ref> The new interchange, which was approved despite opposition from local residents, was completed in November 1990 at a cost of $6.9&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|6900000|1990}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref>{{cite news |last=Kohler |first=Vince |date=November 22, 1985 |title=New I-205 interchange at Lester Avenue approved |page=E26 |work=The Oregonian}}</ref><ref>{{cite news |last=Federman |first=Stan |date=November 2, 1990 |title=Goldschmidt, Hatfield dedicate new I-205 interchange |page=B2 |work=The Oregonian}}</ref>

The opening of the Glenn L. Jackson Bridge reduced traffic on the older Interstate Bridge from over 116,000&nbsp;vehicles per weekday in 1982 to 96,000 in 1986; Glenn L. Jackson Bridge carried 61,000&nbsp;vehicles in 1986 and has a capacity of 140,000&nbsp;daily vehicles.<ref>{{cite news |last=Federman |first=Stan |date=December 15, 1986 |title=I-205 span receives wide praise, credit |page=B2 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Ryll |first=Thomas |date=February 26, 1997 |title=Bridge game: What's in the cards? |page=A1 |work=The Columbian |url=https://www.newspapers.com/clip/101568692/bridge-game-whats-in-the-cards/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024945/https://www.newspapers.com/clip/101568692/bridge-game-whats-in-the-cards/ |url-status=live }}</ref><ref>{{cite news |last=Ryll |first=Thomas |date=September 16, 1997 |title=Commuters sail through bridge work |page=A1 |work=The Columbian |url=https://www.newspapers.com/clip/101568624/commuters-sail-through-bridge-work/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024936/https://www.newspapers.com/clip/101568624/commuters-sail-through-bridge-work/ |url-status=live }}</ref> For several months in 2000, the Glenn L. Jackson Bridge underwent weekend closures to allow for the replacement of its [[expansion joint]]s, which had been damaged by increased traffic.<ref>{{cite news |last=Stewart |first=Bill |date=May 10, 2000 |title=Repairs to aging joints will impede traffic over Interstate 205 bridge |page=E8 |work=The Oregonian}}</ref> The Clackamas River Bridge on I-205 in Gladstone underwent similar expansion joint replacements over an eleven-month period in 2001.<ref>{{cite news |last=Rose |first=Joseph |date=November 21, 2000 |title=Aging I-205 bridge's joints ache |page=D2 |work=The Oregonian}}</ref>

To manage congestion, ODOT installed [[ramp meter]]s at 11 locations along I-205 from 1999 to 2001 and worked with [[Metro (Oregon regional government)|Metro]] to study other solutions, which were deemed infeasible due to a lack of funds for substantial construction.<ref>{{cite news |last=Rose |first=Joseph |date=September 15, 1999 |title=Coming to your unfriendly I-205: ramp meters |page=B2 |work=The Oregonian}}</ref><ref>{{cite news |last=Tims |first=Dana |date=January 23, 2001 |title=I-205's gridlock troubles defy solution |page=B2 |work=The Oregonian}}</ref> 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&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|28000000|2001}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref>{{cite news |last=Rose |first=Joseph |date=July 16, 2001 |title=Huge Clackamas interchange project starts in August |page=B2 |work=The Oregonian}}</ref> The project split the interchange between Sunnyside Road and an extended Sunnybrook Boulevard to the south with frontage roads between the two overpasses.<ref>{{cite news |last=Hunsberger |first=Sarah |date=September 25, 2003 |title=At last, commuters can give Sunnybrook overpass a spin |page=D1 |work=The Oregonian}}</ref> In 2007, at the suggestion of congressperson [[Darlene Hooley]], a {{convert|3|mi|km|adj=mid}} 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.<ref>{{cite news |last=Casey |first=Jerry |date=January 11, 2008 |title=Officials express glowing hopes for I-205 traffic flow |page=B1 |url=https://www.oregonlive.com/clackamascounty/2008/01/officials_express_glowing_hope.html |work=The Oregonian |accessdate=October 28, 2021 |archive-date=October 20, 2021 |archive-url=https://web.archive.org/web/20211020130530/https://www.oregonlive.com/clackamascounty/2008/01/officials_express_glowing_hope.html |url-status=live }}</ref>

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]])<ref>{{cite news |last=Malcolm |first=Andrew H. |date=June 21, 1975 |title=Coast City Hails 1937 Soviet Polar Flight |page=A1 |url=https://www.nytimes.com/1975/06/21/archives/coast-city-hails-1937-soviet-polar-flight-vancouver-wash-hails-1937.html |work=[[The New York Times]] |accessdate=October 28, 2021 |archive-date=October 28, 2021 |archive-url=https://web.archive.org/web/20211028075424/https://www.nytimes.com/1975/06/21/archives/coast-city-hails-1937-soviet-polar-flight-vancouver-wash-hails-1937.html |url-status=live }}</ref> to bypass its congested intersection with Mill Plain.<ref>{{cite news |last=Robinson |first=Erik |date=September 7, 2010 |title=Vancouver traffic: Project in process delivers now |url=https://www.columbian.com/news/2010/sep/07/vancouver-traffic-project-in-process-delivers-now/ |work=The Columbian |accessdate=October 28, 2021 |archive-date=October 28, 2021 |archive-url=https://web.archive.org/web/20211028075425/https://www.columbian.com/news/2010/sep/07/vancouver-traffic-project-in-process-delivers-now/ |url-status=live }}</ref> 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&nbsp;million.<ref>{{cite news |last=Pesanti |first=Dameon |date=July 20, 2016 |title=I-205, 18th Street interchange opens |url=https://www.columbian.com/news/2016/jul/20/i-205-18th-street-interchange-opens/ |work=The Columbian |accessdate=October 28, 2021 |archive-date=October 28, 2021 |archive-url=https://web.archive.org/web/20211028075424/https://www.columbian.com/news/2016/jul/20/i-205-18th-street-interchange-opens/ |url-status=live }}</ref> 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.<ref>{{cite news |last=Newton |first=Edwin |date=June 7, 1996 |title=Final comments sought on proposed I-205 interchange |page=B2 |work=The Columbian |url=https://www.newspapers.com/clip/101568743/final-comments-sought-on-proposed-i-205/ |via=Newspapers.com |accessdate=May 9, 2022 |archive-date=May 10, 2022 |archive-url=https://web.archive.org/web/20220510024944/https://www.newspapers.com/clip/101568743/final-comments-sought-on-proposed-i-205/ |url-status=live }}</ref>

The freeway's concurrency with OR&nbsp;224 near Clackamas was eliminated in 2016 with the opening of the Sunrise Expressway, when OR&nbsp;224 was realigned to bypass a section of OR&nbsp;212.<ref>{{cite news |last=Njus |first=Elliot |date=June 30, 2016 |title=First new Portland-area highway in nearly 3 decades to open in Clackamas |url=https://www.oregonlive.com/commuting/2016/06/first_new_portland-area_highwa.html |work=The Oregonian |accessdate=October 28, 2021 |archive-date=October 28, 2021 |archive-url=https://web.archive.org/web/20211028085020/https://www.oregonlive.com/commuting/2016/06/first_new_portland-area_highwa.html |url-status=live }}</ref><ref>{{cite Oregon road map |year=2015 |inset=Portland and Vicinity |accessdate=October 28, 2021}}</ref> In 2017, ODOT began a major repaving and modernization project on the Oregon section of I-205, which was funded with $30&nbsp;million from the state's new transportation package.<ref>{{cite news |last=Friedman |first=Gordon R. |date=August 17, 2017 |title=Oregon fast tracks $30 million I-205 widening project |page=A6 |url=https://www.oregonlive.com/politics/2017/08/oregon_fast_tracks_30_million.html |work=The Oregonian |accessdate=October 28, 2021 |archive-date=October 28, 2021 |archive-url=https://web.archive.org/web/20211028085021/https://www.oregonlive.com/politics/2017/08/oregon_fast_tracks_30_million.html |url-status=live }}</ref> The project was completed in 2020 at a cost of $60&nbsp;million,<ref>{{cite web |title=I-205: Paving & Auxiliary Lanes |url=https://www.oregon.gov/odot/projects/pages/project-details.aspx?project=18804 |publisher=Oregon Department of Transportation |accessdate=October 28, 2021 |archive-date=October 28, 2021 |archive-url=https://web.archive.org/web/20211028085022/https://www.oregon.gov/odot/projects/pages/project-details.aspx?project=18804 |url-status=live }}</ref> and included the addition of a [[variable speed limit]] and [[variable message sign]]s, new stormwater treatment facilities, and the construction of auxiliary lanes near OR&nbsp;224 and between Powell Boulevard and I-84.<ref>{{cite news |last=Stein |first=Rosemarie |date=April 6, 2019 |title=New I-205 southbound auxiliary lane now open |page=A4 |url=https://www.oregonlive.com/commuting/2019/04/portland-metro-friday-traffic-new-i-205-southbound-auxiliary-lane-now-open.html |work=The Oregonian |accessdate=October 28, 2021 |archive-date=October 28, 2021 |archive-url=https://web.archive.org/web/20211028085021/https://www.oregonlive.com/commuting/2019/04/portland-metro-friday-traffic-new-i-205-southbound-auxiliary-lane-now-open.html |url-status=live }}</ref><ref>{{cite web |title=I-205 Paving & Auxiliary Lanes: Johnson Creek Boulevard to the Glenn Jackson Bridge |url=http://www.i205construction.org/glennjacksontojohnsoncreek |publisher=Oregon Department of Transportation |url-status=dead |archive-url=https://web.archive.org/web/20200223002204/http://www.i205construction.org/glennjacksontojohnsoncreek |archive-date=February 23, 2020 |accessdate=October 28, 2021}}</ref>

==Future plans==

In the 2020s, ODOT plans to reconstruct a {{convert|7|mi|km|adj=mid|spell=in}} section of I-205 in Clackamas County between Stafford Road and OR&nbsp;213 in the 2020s to add a third through lane in each direction and conduct [[seismic retrofit|seismic upgrades]] to Abernethy Bridge and Tualatin River bridge.<ref>{{cite news |last=Bartholomew |first=Holly |date=September 7, 2021 |title=I-205 improvement work slated for next spring |url=https://pamplinmedia.com/wlt/95-news/520676-416097-i-205-improvement-work-slated-for-next-spring- |work=[[West Linn Tidings]] |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029045824/https://pamplinmedia.com/wlt/95-news/520676-416097-i-205-improvement-work-slated-for-next-spring- |url-status=live }}</ref><ref>{{cite web |title=I-205 Improvements, Stafford Road to OR 213 |url=https://i205corridor.org/improvements |publisher=Oregon Department of Transportation |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029045825/https://i205corridor.org/improvements |url-status=live }}</ref> The program began construction in July 2022 and is scheduled to last until 2028, and was originally estimated to cost $700&nbsp;million.<ref>{{cite news |last=Cuadrado |first=Kate |date=July 22, 2022 |title=ODOT celebrates start of Interstate 205 Improvement Project |url=https://pamplinmedia.com/pt/9-news/552654-442188-odot-celebrates-start-of-interstate-205-improvement-project |work=Portland Tribune |accessdate=July 26, 2022 |archive-date=July 24, 2022 |archive-url=https://web.archive.org/web/20220724004038/https://pamplinmedia.com/pt/9-news/552654-442188-odot-celebrates-start-of-interstate-205-improvement-project |url-status=live }}</ref><ref name="PT-Tolls21">{{cite news |last=Bartholomew |first=Holly |date=October 12, 2021 |title=Despite pushback, I-205 tolls loom over Portland metro area |url=https://pamplinmedia.com/pt/9-news/524678-419341-despite-pushback-i-205-tolls-loom-over-portland-metro-area |work=Portland Tribune |url-status=dead |archive-url=https://web.archive.org/web/20211029130106/https://pamplinmedia.com/pt/9-news/524678-419341-despite-pushback-i-205-tolls-loom-over-portland-metro-area |archive-date=October 29, 2021 |accessdate=October 28, 2021}}</ref><ref>{{cite web |title=I-205 Toll Project |url=https://www.oregon.gov/odot/tolling/Pages/I-205-Tolling.aspx |publisher=Oregon Department of Transportation |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029045822/https://www.oregon.gov/odot/tolling/Pages/I-205-Tolling.aspx |url-status=live }}</ref> 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.<ref name="PT-Tolls21"/><ref>{{cite news |last=Theen |first=Andrew |date=December 6, 2018 |title='We have to act,' Oregon sends I-5, 205 toll plan to feds |url=https://www.oregonlive.com/commuting/2018/12/we-have-to-act-oregon-sends-i-5-205-toll-plan-to-feds.html |work=The Oregonian |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029045822/https://www.oregonlive.com/commuting/2018/12/we-have-to-act-oregon-sends-i-5-205-toll-plan-to-feds.html |url-status=live }}</ref> In May 2023, governor [[Tina Kotek]] deferred all toll collection until 2026 and the formation of a legislative subcommittee to review plans.<ref>{{cite news |last=Ramakrishnan |first=Jayati |date=May 2, 2023 |title=Gov. Tina Kotek hits pause on freeway tolling until 2026, lawmakers say |url=https://www.oregonlive.com/commuting/2023/05/gov-tina-kotek-hits-pause-on-freeway-tolling-until-2026.html |work=The Oregonian |accessdate=May 11, 2023}}</ref> 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&nbsp;billion.<ref>{{cite news |last=Ramakrishnan |first=Jayati |date=June 28, 2023 |title=ODOT pumps brakes on two major freeway projects amid budget crisis, tolling pause |url=https://www.oregonlive.com/commuting/2023/06/odot-pumps-brakes-on-two-major-freeway-projects-amid-budget-crisis-tolling-pause.html |work=The Oregonian |accessdate=June 28, 2023}}</ref> 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.<ref>{{cite news |last=Ramakrishnan |first=Jayati |date=September 15, 2023 |title=ODOT nixes plans for third lane, some tolling on I-205 |url=https://www.oregonlive.com/commuting/2023/09/odot-nixes-plans-for-third-lane-some-tolling-on-i-205.html |work=The Oregonian |accessdate=September 16, 2023}}</ref>

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.<ref>{{cite news |last=Hamilton |first=Don |date=April 18, 2002 |title=Cities take a second look at light rail; Anti-MAX cities reconsider views |url=https://pamplinmedia.com/pt/9-news/117353-cities-take-a-second-look-at-light-rail-anti-max-cities-reconsider-views |work=Portland Tribune |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029055726/https://pamplinmedia.com/pt/9-news/117353-cities-take-a-second-look-at-light-rail-anti-max-cities-reconsider-views |url-status=live }}</ref> Glenn L. Jackson Bridge had been deemed capable of handling the weight of light rail vehicles in the 1980s but would require extensive renovations.<ref>{{cite news |last=Federman |first=Stan |date=April 25, 1985 |title=Highway engineers say I-205 bridge capable of handling light-rail cars |page=C2 |work=The Oregonian}}</ref><ref>{{cite news |last=Gilbert Corum |first=Holley |date=August 19, 1995 |title=I-205 route touted for light-rail link |page=E1 |work=The Oregonian}}</ref> 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.<ref>{{cite news |last=Brynelson |first=Troy |date=April 1, 2021 |title=As Washington shapes plans to replace I-5 bridge, Oregon lawmakers wait and watch |url=https://www.opb.org/article/2021/04/01/washington-oregon-interstate-5-brige-replacement/ |publisher=[[Oregon Public Broadcasting]] |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029055727/https://www.opb.org/article/2021/04/01/washington-oregon-interstate-5-brige-replacement/ |url-status=live }}</ref>

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.<ref>{{cite news |last=Schmidt |first=Brad |date=January 11, 2014 |title=Columbia River Crossing: Building new Interstate 5 bridge would increase future traffic on Interstate 205 by more than 40,000 vehicles daily |url=https://www.oregonlive.com/portland/2014/01/columbia_river_crossing_buildi.html |work=The Oregonian |accessdate=October 28, 2021 |archive-date=October 19, 2021 |archive-url=https://web.archive.org/web/20211019185406/https://www.oregonlive.com/portland/2014/01/columbia_river_crossing_buildi.html |url-status=live }}</ref><ref>{{cite news |last=Harbarger |first=Molly |date=December 5, 2013 |title=Clackamas County resolution calls for any tolling on Columbia River Crossing to consider effect on I-205 |url=https://www.oregonlive.com/clackamascounty/2013/12/clackamas_county_commissioners_17.html |work=The Oregonian |accessdate=October 28, 2021 |archive-date=October 19, 2021 |archive-url=https://web.archive.org/web/20211019232859/https://www.oregonlive.com/clackamascounty/2013/12/clackamas_county_commissioners_17.html |url-status=live }}</ref> 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.<ref>{{cite news |last=Macuk |first=Anthony |date=September 15, 2021 |title=Group sets goal of recommending new Interstate 5 Bridge's blueprint by January |url=https://www.columbian.com/news/2021/sep/15/group-sets-goal-of-recommending-new-interstate-5-bridges-blueprint-by-january/ |work=The Columbian |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029055725/https://www.columbian.com/news/2021/sep/15/group-sets-goal-of-recommending-new-interstate-5-bridges-blueprint-by-january/ |url-status=live }}</ref><ref>{{cite news |last=Porter |first=Laural |date=September 17, 2021 |title='A challenge we cannot pass on to another generation': Head of I-5 bridge replacement project says it's time to get it done |url=https://www.kgw.com/article/entertainment/television/programs/straight-talk/straight-talk-i5-bridge-replacement/283-efbc3940-f3d8-4630-af4b-c42aa8213baa |publisher=[[KGW]] |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029055727/https://www.kgw.com/article/entertainment/television/programs/straight-talk/straight-talk-i5-bridge-replacement/283-efbc3940-f3d8-4630-af4b-c42aa8213baa |url-status=live }}</ref> 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.<ref>{{cite web |date=March 2019 |title=Regional Transportation Plan for Clark County, March 2019 Update |page=147 |url=https://www.rtc.wa.gov/reports/rtp/Rtp2019Clark.pdf |publisher=Southwest Washington Regional Transportation Council |accessdate=October 28, 2021 |archive-date=January 26, 2022 |archive-url=https://web.archive.org/web/20220126020128/https://rtc.wa.gov/reports/rtp/Rtp2019Clark.pdf |url-status=live }}</ref>

==Exit list==

Mileposts and exit numbers carry over from Oregon to Washington.<ref>{{cite map |title=Interstate Exit Numbers |url=https://wsdot.maps.arcgis.com/apps/webappviewer/index.html?id=8e60af69b6b6452dbca748c60285ceb9 |publisher=Washington State Department of Transportation |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029060935/https://wsdot.maps.arcgis.com/apps/webappviewer/index.html?id=8e60af69b6b6452dbca748c60285ceb9 |url-status=live }}</ref>
{{jcttop|exit
|state_col=State
|length_ref=<ref name="OR Straightline Charts">{{cite web |author=Road Inventory and Classification Services |date=October 2019 |title=Straightline Charts: East Portland Freeway Highway No. 64 |url=https://www.oregon.gov/odot/Data/Documents/SLC_Hwy064.pdf |publisher=[[Oregon Department of Transportation]] |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029060943/https://www.oregon.gov/odot/Data/Documents/SLC_Hwy064.pdf |url-status=live }}</ref><ref name="log">{{WSDOT State Highway Log |year=2020 |pages=1172–1176 |link=yes |accessdate=October 28, 2021}}</ref>}}
{{ORint|exit
|sspan=25
|county=Washington
|location=Tualatin
|mile=0.00
|road={{jct|state=OR|I|5|city1=Salem|city2=Portland}}
|notes=Southern terminus
}}
<!-- (2)0.85==(2)1.27 -->
{{ORint|exit
|county=Clackamas
|cspan=14
|location=none
|mile=3.16
|exit=3
|road=Stafford Road&nbsp;– [[Lake Oswego, Oregon|Lake Oswego]]
}}
{{ORint|exit
|location=West Linn
|lspan=2
|mile=6.40
|exit=6
|road=10th Street
}}
{{ORint|exit
|mile=8.82
|exit=8
|road={{jct|state=OR|OR|43|city1=West Linn|city2=Lake Oswego}}
|notes=Bicycles permitted southbound and prohibited northbound<ref>{{cite web |year=2021 |title=Oregon Bicycling Manual, 5th Edition |page=31 |url=https://www.oregon.gov/odot/programs/tdd%20documents/oregon-bicyclist-manual.pdf |publisher=Oregon Department of Transportation |accessdate=October 28, 2021 |archive-date=November 2, 2021 |archive-url=https://web.archive.org/web/20211102202933/https://www.oregon.gov/ODOT/Programs/TDD%20Documents/Oregon-Bicyclist-Manual.pdf |url-status=live }}</ref>
}}
{{Jctbridge|exit
|location_special=[[Willamette River]]
|mile=9.13
|bridge=[[Abernethy Bridge]]
}}
{{ORint|exit
|location=Oregon City
|lspan=2
|mile=9.29
|exit=9
|road={{jct|state=OR|OR|99E|location1=[[Oregon City, Oregon|Downtown Oregon City]]|city2=Gladstone}}
}}
{{ORint|exit
|mile=10.24
|type=concur
|exit=10
|road={{jct|state=OR|OR|213|dir1=south|city1=Oregon City|city2=Molalla}}
|notes=Southern end of OR&nbsp;213 concurrency
}}
{{ORint|exit
|location=Gladstone
|mile=11.05
|exit=11
|road=82nd Drive&nbsp;– [[Gladstone, Oregon|Gladstone]]
}}
{{ORint|exit
|location=none
|lspan=3
|mile=12.67
|mspan=3
|exit=12
|road={{jct|state=OR|OR|212|dir1=east|to2=to|OR|224|dir2=east|city1=Damascus|city2=Estacada}}
|notes=Northbound signage
}}
{{ORint|exit
|mile=none
|exit=12A
|road={{jct|state=OR|OR|212|dir1=east|city1=Damascus}}
|notes=Southbound signage
|nspan=2
}}
{{ORint|exit
|mile=none
|exit=12B
|road=Roots Road&nbsp;– [[Johnson City, Oregon|Johnson City]]
|notes=none
}}
{{ORint|exit
|location=none
|lspan=2
|mile=13.11
|mile2=13.39
|mspan=2
|type=concur
|exit=13
|espan=2
|road={{jct|state=OR|OR|213|dir1=north|OR|224|name1=82nd Avenue|city1=Milwaukie}}
|notes=Northbound signage; northern end of OR&nbsp;213 concurrency
}}
{{ORint
|mile=none
|road={{jct|state=OR|OR|224|city1=Estacada|city2=Milwaukie}}
|notes=Southbound signage
}}
{{ORint|exit
|location=none
|mile=14.31
|mile2=14.58
|exit=14
|road=Sunnybrook Boulevard / Sunnyside Road
}}
{{ORint|exit
|location=none
|mile=16.24
|exit=16
|road=Johnson Creek Boulevard
}}
{{ORint|exit
|county=Multnomah
|cspan=10
|location=Portland
|lspan=10
|mile=17.85
|exit=17
|road=Foster Road
}}
{{ORint|exit
|mile=19.12
|mile2=19.61
|exit=19
|type=incomplete
|road={{jct|state=OR|US|26|name1=Powell Boulevard|road|Division Street}}
|notes=Limited southbound access to/from Powell Boulevard; no northbound entrance from eastbound Division Street
}}
{{ORint|exit
|mile=20.57
|mile2=21.12
|mspan=3
|exit=20
|road=Washington Street / Stark Street
|notes=Northbound signage
|nspan=2
}}
{{ORint|exit
|mile=none
|exit=21A
|espan=2
|road=Glisan Street
|notes=none
}}
{{ORint
|mile=none
|road=Glisan Street / Stark Street
|notes=Southbound signage
}}
{{ORint|exit
|mile=21.59
|exit=21B
|road={{jct|state=OR|I|84|dir1=west|US|30|dir2=west|city1=Portland}}
|notes=
}}
{{ORint|exit
|mile=22.61
|exit=22
|road={{jct|state=OR|I|84|dir1=east|US|30|dir2=east|city1=The Dalles}}
|notes=
}}
{{ORint|exit
|mile=23.68
|mspan=2
|exit=23A
|road={{jct|state=OR|US-Byp|30|dab1=Portland|dir1=east|name1=[[Sandy Boulevard]]}}
}}
{{ORint|exit
|mile=none
|exit=23B
|road={{jct|state=OR|US-Byp|30|dab1=Portland|dir1=west|name1=[[Lombard Street (Portland, Oregon)|North Lombard Street]]}}
}}
{{ORint|exit
|mile=24.65
|exit=24
|road={{jct|extra=airport}} Airport Way&nbsp;– [[Portland International Airport|Portland Airport]]
|notes=Signed northbound as exits 24A (west) and 24B (east)
}}
{{jctbridge|exit
|river=[[Columbia River]]
|river_wide=yes
|mile=26.56<!--Begins at 25.69-->
|bridge=[[Glenn L. Jackson Memorial Bridge]]; Oregon–Washington state line
}}
{{WAint|exit
|sspan=10
|county=Clark
|cspan=10
|location=Vancouver
|lspan=8
|mile={{#expr:26.56+0.65}}
|exit=27
|road={{jct|state=WA|SR|14|city1=Vancouver|city2=Camas}}
|notes=Bicycles permitted northbound and prohibited southbound<ref>{{cite web |title=Washington State highways closed to bicycles |url=https://wsdot.wa.gov/travel/commute-choices/bike/closed |publisher=Washington State Department of Transportation |accessdate=October 28, 2021 |archive-date=October 29, 2021 |archive-url=https://web.archive.org/web/20211029064319/https://wsdot.wa.gov/travel/commute-choices/bike/closed |url-status=live }}</ref>
}}
{{WAint|exit
|mile=28.30
|mspan=2
|exit=28
|road=Mill Plain Boulevard
|notes=Signed northbound as exits 28A (east) and 28B (west)
}}
{{WAint|exit
|mile=none
|exit=28C
|type=incomplete
|road=Northeast 112th Avenue
|notes=Northbound exit only
}}
{{WAint|exit
|mile={{#expr:26.56+2.75}}
|exit=29
|type=incomplete
|road=Northeast 18th Street
|notes=Northbound exit and southbound entrance
}}
{{WAint|exit
|mile={{#expr:26.56+4.41}}
|mspan=2
|exit=30A
|road=Northeast Gher Road / Northeast 112th Avenue
|notes=Southbound exit is via exit 30
}}
{{WAint|exit
|mile=none
|exit=30
|espan=2
|road={{jct|state=WA|SR|500|location1=[[Vancouver, Washington|Vancouver City Center]]}}
|notes=Signed northbound as exits 30B (east) and 30C (west)
}}
{{WAint
|mile={{#expr:26.56+4.52}}
|type=incomplete
|road=[[Vancouver Mall]] (Fourth Plain Boulevard)
|notes=No northbound exit
}}
{{WAint|exit
|mile={{#expr:26.56+6.46}}
|exit=32
|road=Padden Parkway / Northeast Andresen Road&nbsp;– [[Battle Ground, Washington|Battle Ground]]
}}
{{WAint|exit
|location=none
|mile={{#expr:26.56+10.16}}
|exit=36
|road=Northeast 134th Street&nbsp;– [[Washington State University Vancouver|WSU Vancouver]]
}}
{{WAint|exit
|location=none
|mile={{#expr:26.56+10.57}}
|type=incomplete
|exit=
|road={{jct|state=WA|I|5|dir1=north|city1=Seattle}}
|notes=Northern terminus; northbound exit and southbound entrance
}}
{{jctbtm|col=8|keys=concur,incomplete}}

==References==
{{Reflist}}

==External links==
{{Attached KML|display=title,inline}}
{{commons category|Interstate 205 (Oregon–Washington)}}
* [http://historic.oroads.com/roads/i205/index.html Interstate 205 at ORoads]
* [https://www.angelfire.com/wa2/hwysofwastate/i205.html Interstate 205 at Highways of Washington State]
* [https://www.aaroads.com/interstate-guide/i-205-portland/ Interstate 205 at Interstate Guide.com]

{{3di|5}}
{{Authority control}}

{{DEFAULTSORT:Interstate 05-2}}
[[Category:1975 establishments in Oregon]]
[[Category:1975 establishments in Washington (state)]]
[[Category:Auxiliary Interstate Highways|05-2 Oregon]]
[[Category:Interstate 5|2 Oregon]]
[[Category:Interstate Highways in Oregon|05-2]]
[[Category:Interstate Highways in Washington (state)|05-2]]
[[Category:Transportation in Clackamas County, Oregon]]
[[Category:Transportation in Clark County, Washington]]
[[Category:Transportation in Multnomah County, Oregon]]
[[Category:Transportation in Washington County, Oregon]]