View source for Interstate 405 (Oregon)

{{Short description|Interstate Highway in Portland, Oregon, U.S.}}
{{Other uses of|Interstate 405}}
{{Use American English|date=April 2025}}
{{Use mdy dates|date=January 2025}}
{{good article}}
{{Infobox road
|state=OR
|type=I
|route=405
|alternate_name=Stadium Freeway No. 61
|map={{maplink|frame=yes|plain=yes|frame-align=center|frame-width=290|frame-height=290|frame-lat=45.523|frame-long=-122.681|zoom=12|type=line|raw={{Wikipedia:Map data/Wikipedia KML/Interstate 405 (Oregon)}}}}
|map_custom=yes
|map_notes=A map of central Portland with I-405 highlighted in red
|length_mi=4.25
|length_ref=<ref name="inventory"/>
|established=1958<ref name="AASHTO-1958">{{cite web |date = November 10, 1958 |title = Correspondence, A. E. Johnson and W. C. Williams |pages = 2–3 |url = https://grmservices.grmims.com/vsearch/portal/public/na4/aashto/default |publisher = [[American Association of State Highway Officials]] |via = AASHTO Route Numbering Archive |access-date = April 2, 2021 }}</ref>
|spur_of=5
|spur_type=I
|direction_a=South
|terminus_a={{jct|state=OR|I|5}} in [[Portland, Oregon|Portland]]
|junction=*{{jct|state=OR|US|26}} in Portland
*{{jct|state=OR|US|30}} in Portland
|direction_b=North
|terminus_b={{jct|state=OR|I|5|US|30}} in [[Portland, Oregon|Portland]]
|counties=[[Multnomah County, Oregon|Multnomah]]
|previous_type=OR
|previous_route=402
|next_type=OR
|next_route=410
}}

'''Interstate 405''' ('''I-405'''), also known as the '''Stadium Freeway No. 61''',<ref name="ODOT-CrossRef">{{cite web |year = 2020 |title = 2020 Cross Reference Table of Highway Route Number to State Highway Number |page = 1 |url = https://www.oregon.gov/odot/Data/Documents/Routes-to-Highway-Cross-Reference-Table.pdf |publisher = Oregon Department of Transportation |access-date = March 31, 2021 }}</ref> is a short north–south [[Interstate Highway]] in [[Portland, Oregon]]. It forms a loop that travels around the west side of [[Downtown Portland]], between two junctions with [[Interstate 5 in Oregon|I-5]] on the [[Willamette River]] near the [[Marquam Bridge]] to the south and [[Fremont Bridge (Portland)|Fremont Bridge]] to the north.

The Stadium Freeway was envisioned in the 1940s and 1950s by the state government and was added to the Interstate Highway system in 1958. Construction began in 1963, utilizing a trench with extensive landscaping and frequent overpasses, and was the most expensive freeway project in state history at a cost of $121&nbsp;million. Hundreds of buildings were demolished to make way for the freeway, which displaced approximately 1,100 households.

The southernmost section of I-405 opened on October 26, 1965, and was followed by extensions in 1966 and 1969. The final section, including the Fremont Bridge, opened in November 1973. Plans for a spur freeway, [[Interstate 505 (Oregon)|I-505]], were cancelled in 1978 following public opposition; its interchange with I-405 was subsequently reused for a 1988 realignment of [[U.S. Route 30 in Oregon|U.S. Route 30]] (US&nbsp;30), which runs [[concurrency (road)|concurrent]] with I-405 across the Fremont Bridge to I-5.

==Route description==
[[File:Interstate 405 from NW Everett Street in Portland, OR.jpg|thumb|left|The view southward from the NW Everett Street overpass]]

I-405 begins at a three-way [[stack interchange]] with [[Interstate 5 in Oregon|I-5]] and [[Harbor Drive]] on the south side of [[Downtown Portland]] near the [[South Waterfront, Portland, Oregon|South Waterfront]] neighborhood. I-5 continues northeast from the interchange to the [[Marquam Bridge]] to East Portland and south towards [[South Portland, Portland, Oregon|South Portland]], passing under the [[Ross Island Bridge]]. I-405 travels northwest along the foothills of the [[Tualatin Mountains|Southwest Hills]], traveling around the urban campus of [[Portland State University]] and passing the end of the [[South Park Blocks]]. It begins a short [[concurrency (road)|concurrency]] with [[U.S. Route 26 in Oregon|US&nbsp;26]].<ref name="google">{{google maps |title=Interstate 405 |url=https://www.google.com/maps/dir/45.5026141,-122.6737651/45.5439237,-122.6752552/@45.5231878,-122.6990457,6265m/am=t/data=!3m2!1e3!4b1!4m2!4m1!3e0 |access-date=April 21, 2019}}</ref><ref name="OR-Map">{{cite map |author = Oregon Department of Transportation |date = April 2019 |title = Oregon 2019–2021 Official State Map |url = https://www.oregon.gov/odot/Data/Documents/Map_Official_State_Back.pdf |inset = Portland and Vicinity |publisher = Oregon Department of Transportation |access-date = March 6, 2021 }}</ref>

US&nbsp;26 splits from I-405 at an interchange north of Montgomery Street, traveling via the [[Vista Ridge Tunnels]] onto the Sunset Freeway towards the western suburbs of Portland. I-405 then turns northeast and narrows to four lanes as it travels through the east edge of the [[Goose Hollow, Portland, Oregon|Goose Hollow]] neighborhood, passing the [[Multnomah County Central Library]], [[Lincoln High School (Portland, Oregon)|Lincoln High School]], and [[Providence Park]], home of several local soccer teams. The below-grade freeway is connected to the neighborhood and the western fringe of downtown by a series of ramps that lead to Salmon and Taylor streets. At Yamhill and Morrison streets, I-405 crosses under bridges carrying [[MAX Light Rail]] trains, which continues west towards [[Beaverton, Oregon|Beaverton]] and east to Downtown Portland.<ref name="google"/><ref>{{cite map |author = [[TriMet]] |year = 2017 |title = Morrison–Yamhill MAX Improvements |url = https://trimet.org/alerts/morrisonyamhill/img/Morrision-Yamhill-ImprovementsMap.pdf |publisher = TriMet |access-date = April 21, 2019 |archive-date = April 22, 2019 |archive-url = https://web.archive.org/web/20190422061054/https://trimet.org/alerts/morrisonyamhill/img/Morrision-Yamhill-ImprovementsMap.pdf |url-status = dead }}</ref>

I-405 intersects Burnside Street and turns due north as it climbs out of the below-grade trench, running parallel to 15th and 16th avenues. After an interchange with Glisan Street, the freeway becomes elevated and passes over cross-streets in the [[Pearl District, Portland, Oregon|Pearl District]], including those carrying the tracks of the [[Portland Streetcar]]'s [[NS Line (Portland Streetcar)|NS Line]]. A streetcar maintenance barn and [[railyard]] is located under the freeway between Marshall and Overton streets.<ref>{{cite news |last = Stewart |first = Bill |date = August 2, 2000 |title = New barn for Portland Streetcar is a bit off track |page = B3 |work = [[The Oregonian]] }}</ref><ref name="Transit">{{cite map |author = TriMet |title = Portland City Center |url = https://trimet.org/maps/pdf/citycenter.pdf |publisher = TriMet |access-date = April 21, 2019 }}</ref> At the northwest edge of Downtown Portland, I-405 intersects [[U.S. Route 30 in Oregon|US&nbsp;30]],<ref name="google"/> which continues northwest along a short freeway into the [[Northwest Industrial, Portland, Oregon|Northwest Industrial Area]] that was originally intended for the cancelled [[Interstate 505 (Oregon)|I-505]].<ref name="ODOT-IH2004">{{cite report |last = Kramer |first = George |date = May 2004 |title = The Interstate Highway System in Oregon: A Historic Overview |pages = 65–68 |url = http://library.state.or.us/repository/2015/201509281034391/index.pdf |publisher = Oregon Department of Transportation |via = [[Oregon State Library]] |access-date = April 21, 2019 }}</ref><ref>{{cite news |last = Federman |first = Stan |date = February 9, 1987 |title = Mild days aid work on roads |page = B3 |work = The Oregonian }}</ref>

I-405 and US&nbsp;30 become concurrent as they cross over the [[Willamette River]] on the eight-lane [[Fremont Bridge (Portland)|Fremont Bridge]], a steel [[tied-arch bridge]] that carries southbound traffic on its upper deck and northbound traffic below.<ref>{{cite web |author = ODOT History Committee |date = January 2009 |title = Oregon on the Move: A History of Oregon's Transportation Systems |page = 67 |url = https://www.oregon.gov/ODOT/About/Documents/oregononmove_final.pdf |publisher = Oregon Department of Transportation |access-date = May 6, 2021 }}</ref> The double-decker freeway continues northeast over the [[Union Pacific Railroad]]'s [[Albina Yard|Albina railyard]] and Interstate Avenue, a part of [[Oregon Route 99W|Route 99W]] that also carries the [[MAX Yellow Line (TriMet)|MAX Yellow Line]]. The northern terminus of I-405 is at a stack interchange with I-5 in the [[Eliot, Portland, Oregon|Eliot]] neighborhood; US&nbsp;30 continues southeasterly onto I-5 for a short distance before beginning a concurrency with [[Interstate 84 in Oregon|I-84]].<ref name="google"/> A set of ramps continue northeast from the interchange to [[Legacy Emanuel Hospital & Health Center|Legacy Emanuel Hospital]] along the alignment of the cancelled [[Rose City Freeway]].<ref>{{cite book |date = November 1976 |title = Fremont Bridge Access Study: Draft Environmental Impact Statement |page = 1 |publisher = [[Federal Highway Administration]] |url = https://catalog.hathitrust.org/Record/100983288 |via = [[HathiTrust]] |access-date = March 29, 2021 }}</ref>

[[File:USACE Fremont Bridge Portland.jpg|thumb|right|Aerial view of Downtown Portland and the [[Fremont Bridge (Portland, Oregon)|Fremont Bridge]], which carries I-405 across the [[Willamette River]], taken in 1988]]

I-405, also designated as Stadium Freeway No. 61,<ref name="ODOT-CrossRef"/> is the shortest Interstate freeway in the Portland area, at {{convert|4.2|mi|km}}. It has a posted [[speed limit]] of {{convert|50|mph|kph}} because of the short distance between interchanges and high volume of merging traffic.<ref name="ODOT-TrafficReport">{{cite web |date = December 2018 |title = Portland Region 2018 Traffic Performance Report |pages = 47–51 |url = https://www.oregon.gov/odot/Projects/Project%20Documents/2018TrafficPerformanceReport.pdf |publisher = Oregon Department of Transportation |access-date = April 1, 2021 |archive-date = February 25, 2021 |archive-url = https://web.archive.org/web/20210225025519/https://www.oregon.gov/ODOT/Projects/Project%20Documents/2018TrafficPerformanceReport.pdf |url-status = dead }}</ref> The highway is maintained by the [[Oregon Department of Transportation]] (ODOT), who conduct an annual survey of traffic volume that is expressed in terms of [[annual average daily traffic]] (AADT), a measure of traffic volume for any average day of the year. The busiest section of I-405 is at Burnside Street, which carried a daily average of 131,400 vehicles in 2018; and the least-trafficked section, at Southwest Broadway, carried 84,400 vehicles.<ref name="ODOT-TVT">{{cite web |date = October 2019 |title = 2018 Transportation Volume Tables |page = 86 |url = https://www.oregon.gov/odot/Data/Documents/TVT_complete_2018.pdf |publisher = Oregon Department of Transportation |access-date = March 31, 2021 }}</ref><ref>{{cite map |author = Oregon Department of Transportation |year = 2019 |title = Oregon State Highway System Traffic Flow Map 2018 |url = https://www.oregon.gov/odot/Data/Documents/Flow_Map_Enlargements_2018.pdf |inset = Portland |publisher = Oregon Department of Transportation |access-date = March 31, 2021 }}</ref> The freeway had an estimated 8 hours of northbound congestion and 11.8 hours of southbound congestion in 2017, with average speeds of {{convert|22.8|mph|kph|abbr=on}} for northbound traffic and {{convert|23.8|mph|kph|abbr=on}} for southbound traffic during weekday afternoon [[rush hour]]s.<ref name="ODOT-TrafficReport"/> [[TriMet]] operates one bus route on I-405, Line 24, which uses the Fremont Bridge as a connection between [[Slabtown, Portland, Oregon|Slabtown]] and Legacy Emanuel Hospital.<ref>{{cite news |last = Theen |first = Andrew |date = March 1, 2019 |title = 1st TriMet bus line ever across Fremont Bridge will link NW Portland with eastside |url = https://www.oregonlive.com/commuting/2019/03/1st-trimet-bus-line-ever-across-fremont-bridge-will-link-nw-portland-with-eastside.html |work = The Oregonian |access-date = April 21, 2019 }}</ref>

==History==

===Planning and routing dispute===
{{maplink|frame=yes|frame-align=right|frame-width=290|frame-height=290|frame-lat=45.511|frame-long=-122.683|zoom=14|type=line|raw={{Wikipedia:Map data/Wikipedia KML/Interstate 405 (Oregon) routing options}}|text=The two finalist routing options for the Stadium Freeway:<br />{{color box|#ff0000}} the Foothills route<br />{{color box|#0000ff}} the Clay–Market route}}

Highway planner [[Robert Moses]] was commissioned by the city government in 1943 to envision a program of public improvements that would begin after the end of [[World War II]] to provide employment for returning soldiers.<ref>{{cite news |last = Nokes |first = Richard |date = November 10, 1943 |title = Moses Proposes $75,000,000 Postwar Works for City |page = 1 |work = The Oregonian }}</ref> Among these were a network of "thruways" for Portland, including a downtown loop consisting of the Foothills Thruway (later forming I-405) and the East-Side Thruway (later I-5), connected by a northern crossing of the Willamette River.<ref name="Moses">{{cite book |last = Moses |first = Robert |author-link = Robert Moses |date = November 10, 1943 |title = Portland Improvement |pages = 32, 34 |publisher = Multnomah County |url = https://www.portlandmercury.com/images/editorial/20090930/Portland%20Improvement%20-%20Robert%20Moses%201943.pdf |via = [[Portland Mercury]] |access-date = April 2, 2021 }}</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]] |access-date = April 21, 2019 }}</ref> The Foothills Thruway would run along Northwest 24th Avenue and terminate at two intersections with [[Harbor Drive]] at the Ross Island Bridge to the south and the new Willamette River bridge to the north.<ref name="Moses"/><ref>{{cite news |last = Nokes |first = Richard |date = November 14, 1943 |title = City Planners Pleased Over Moses Program; Definite Action Pledge |page = 12 |work = The Oregonian }}</ref> A city study released in June 1955 proposed the construction of several freeways in downtown Portland, including the Sunset Freeway and Stadium Freeway—later combined to form I-405.<ref name="ODOT-IH2004"/><ref>{{cite news |last = Shoemaker |first = Mervin |date = June 29, 1955 |title = Plan Given For Traffic Of Future; Baldock Proposal Centers On City Freeway System |pages = 1, 33 |work = The Oregonian }}</ref> The northern crossing would use the double-decker [[Fremont Bridge (Portland, Oregon)|Fremont Bridge]],<ref>{{cite news |last = Ewing |first = Paul F. |date = January 8, 1954 |title = Fremont Bridge Studied |page = 11 |work = The Oregonian }}</ref> which had been proposed earlier as part of [[U.S. Route 99W (Oregon)|U.S. Route 99W]] in the 1920s but defeated in public referendums.<ref>{{cite news |date = January 19, 1930 |title = New Span To Be Sought |page = 9 |work = The Oregonian }}</ref><ref>{{cite news |date = May 17, 1930 |title = Span and Pension Lose |page = 5 |work = The Oregonian }}</ref>

The federal [[Bureau of Public Roads]] included the Stadium Freeway in its 1955 recommendation for a national system of expressways that were later funded by the [[Federal-Aid Highway Act of 1956]].<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 = March 30, 2021 }}</ref><ref>{{cite journal |last = Weingroff |first = Richard F. |year = 1996 |title = Federal-Aid Highway Act of 1956: Creating The Interstate System |journal = Public Roads |volume = 60 |issue = 1 |url = https://highways.dot.gov/public-roads/summer-1996/federal-aid-highway-act-1956-creating-interstate-system |publisher = Federal Highway Administration |access-date = March 30, 2021 }}</ref> The {{convert|3.8|mi|km|adj=mid}} freeway was estimated to cost $71&nbsp;million in 1958 dollars (equivalent to ${{Format price|{{Inflation|US-GDP|71000000|1958}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} and would be funded primarily by the federal government under the Interstate Highways program.<ref>{{cite news |last = Harvey |first = Paul W. Jr. |date = January 24, 1958 |title = U.S. Highway Standards Up State's Costs |page = A7 |work = [[Eugene Register-Guard]] |agency = [[Associated Press]] |url = https://www.newspapers.com/clip/74774189/us-highway-standards-up-states-costs/ |via = [[Newspapers.com]] |access-date = March 30, 2021 }}</ref><ref>{{cite news |last = Edwards |first = Herman |date = March 9, 1958 |title = Big Changes Hinge on Routing of East Bank Freeway |page = 31 |work = The Oregonian }}</ref> The [[Oregon Highway Division]] studied a set of five alternate routes for the freeway, designated as Interstate 405 by the federal government in 1958,<ref name="AASHTO-1958"/><ref name="Statesman-1961">{{cite news |date = August 20, 1961 |title = New Portland Freeway to Collect Downtown Traffic |page = 5 |work = [[Oregon Statesman]] |url = https://www.newspapers.com/clip/21667791/interstate-405-approved/ |via = Newspapers.com |access-date = March 30, 2021 }}</ref> with input from the city government over potential impacts to the west side of the central business district.<ref name="OR-Alt1959">{{cite news |last = Edwards |first = Herman |date = January 18, 1959 |title = Highway Commission to Air Federal Network for Portland |page = 28 |work = The Oregonian }}</ref> The southern section from the Marquam Bridge to US&nbsp;26 near Southwest Jefferson Street was split into two options: the Clay–Market route, following Clay and Market streets to the north of [[Portland State University|Portland State College]]; and the Foothills route, which would curve along the southwest side of an [[urban renewal]] area with a depressed roadway.<ref name="OR-Jan1960">{{cite news |date = January 29, 1960 |title = Freeway Report Shuns Choice Of Specific City Route; Portland Selection Not Made |page = 1 |work = The Oregonian }}</ref><ref>{{cite news |last = Johnson |first = Jalmar |date = June 3, 1960 |title = Many Pitfalls Confront Cities In Planning Freeway Systems |page = 26 |work = The Oregonian }}</ref> The northern section from US&nbsp;26 to the Fremont Bridge was split into three options: an elevated freeway between 15th and 16th avenues proposed by the city; an elevated freeway between 18th and 19th avenues; and a depressed roadway between 21st and 22nd avenues.<ref name="OR-Alt1959"/><ref name="OR-Alt1960">{{cite news |date = February 7, 1960 |title = Factual State Study Airs West Portland Highway Locations |page = 33 |work = The Oregonian }}</ref>

The city government, Portland State College, and downtown business groups lobbied in support of the Clay–Market route,<ref>{{cite news |date = April 23, 1960 |title = Downtowners To Fight For Clay-Market Route |page = 5 |work = The Oregonian }}</ref><ref>{{cite news |date = March 8, 1960 |title = Portland State College Joins Group Favoring Clay-Market Freeway Route |page = 1 |work = The Oregonian }}</ref> producing their own study that claimed it would preserve downtown property values.<ref>{{cite news |last = McKean |first = Doug |date = July 5, 1960 |title = Decision On Stadium Freeway Location Due Thursday |at = sec. 3, p. 8 |work = [[The Oregon Journal]] }}</ref> The [[Oregon State Highway Commission]] and Bureau of Public Roads preferred the Foothills route because it had $4&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|4000000|1960}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} in cost savings compared to the Clay–Market route.<ref name="OR-Jan1960"/> The Oregon chapter of the [[American Institute of Architects]] and several industry groups recommended a delay in deciding the route based on potential damage to the cityscape caused by the designs in both options.<ref>{{cite news |date = June 10, 1960 |title = Architects Urge Delay In Selection Of Freeway |page = 20 |work = The Oregonian }}</ref><ref>{{cite news |date = July 7, 1960 |title = Portland Groups Seek Stadium Freeway Delay |page = 1 |work = The Oregonian }}</ref> By late May, a total of 389 households and 37 businesses had been relocated in anticipation of the freeway project, while 47 buildings had been demolished.<ref>{{cite news |date = May 26, 1960 |title = Delay Seen On Freeway |page = 12 |work = The Oregonian }}</ref> The state highway commission hosted a public hearing in June 1960 to hear testimony from 300 people at Portland's [[Keller Auditorium|Public Auditorium]].<ref>{{cite news |date = June 14, 1960 |title = New Freeway Decision Set For July 7–8 |work = The Oregonian }}</ref> The commission adopted the Foothills route and 15th–16th elevated freeway for I-405 on July 8, which would cost an estimated $75.7&nbsp;million to construct (equivalent to ${{Format price|{{Inflation|US-GDP|75700000|1960}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref name="OR-Foothills">{{cite news |last = Edwards |first = Herman |date = July 8, 1960 |title = State Picks Route Site In Foothills |page = 1 |work = The Oregonian }}</ref> The [[Portland City Council (Oregon)|Portland City Council]] then voted on July 14 to approve the general route endorsed by the state highway commission.<ref name="OJ-March1962">{{cite news |date = March 23, 1962 |title = City Council OKs Stadium Freeway Job |page = 1 |work = The Oregon Journal }}</ref>

===Property acquisition and Foothills construction===
[[File:OR 15 I405 FHWA 1966 345.jpg|thumb|left|Interstate 405 under construction next to Portland State University, 1966]]
The state government began negotiations to acquire property along the Stadium Freeway's future [[Right-of-way (transportation)|right of way]] in October 1960, later requesting federal funds to aid the city government with relocating an estimated 1,100 households affected by planned demolitions.<ref>{{cite news |date = September 30, 1960 |title = Negotiations To Start On Foothills Property |page = 11 |work = The Oregonian }}</ref><ref>{{cite news |date = June 6, 1961 |title = Schrunk To Ask U.S. For Relocation Help |at = sec. 1, p. 12 |work = The Oregon Journal }}</ref> An estimated 554 buildings with 1,668 residential units were in the right of way for the freeway,<ref name="OR-Foothills"/> including a school, several churches, and a recently completed synagogue for [[Congregation Shaarie Torah]].<ref>{{cite news |date = January 27, 1962 |title = Church Buildings Face Wrecking For Freeway |page = 9 |work = The Oregon Journal }}</ref><ref>{{cite news |date = July 9, 1960 |title = Proposed freeway would obliterate new synagogue |page = 8 |work = [[Bend Bulletin]] |agency = [[United Press International]] |url = https://www.newspapers.com/clip/74927163/proposed-freeway-would-obliterate-new/ |via = Newspapers.com |access-date = April 2, 2021 }}</ref> In 1963, the owner of the Carlton Hotel, a long-term care home with 139 elderly residents, appealed the condemnation and planned demolition of the building to make way for the Stadium Freeway.<ref>{{cite news |last = Davenport |first = Marge |date = July 26, 1963 |title = Freeway Plan Dooms 'Home' For 139 Old-Timers |page = 3 |work = The Oregonian }}</ref> The state government agreed to assist in relocating the residents to a new building,<ref>{{cite news |date = August 27, 1964 |title = Old Folks Hotel Row Settled |page = 1 |work = The Oregon Journal |agency = United Press International }}</ref> but its lack of a [[fire sprinkler system]] mandated for recipients of state welfare forced the eviction of 80 residents from the Carlton Hotel.<ref>{{cite news |last = Davenport |first = Marge |date = November 18, 1964 |title = Welfare Regulations To Leave 90 Carlton Residents Out |page = 6 |work = The Oregon Journal }}</ref><ref>{{cite news |last = Thompson |first = Peter |date = January 27, 1965 |title = Oldsters Evicted From Hotel |page = 6 |work = The Oregon Journal }}</ref> Further planning work was delayed by a dispute with the city government and Bureau of Public Roads over the location of ramps and interchanges in early 1961, which were resolved with formal federal approval in August.<ref name="Statesman-1961"/><ref>{{cite news |last = Zaitz |first = Clarence |date = May 21, 1961 |title = Red Tape Holding Up Road Plans |at = sec. 1, p. 3 |work = The Oregon Journal }}</ref> The state highway commission approved the designation of Highway No. 61 for the Stadium Freeway on December 8, 1961.<ref>{{cite news |date = December 9, 1961 |title = New State Highway Engineer Got Start In '22 |page = 8 |work = The Oregonian }}</ref>

In February 1962, the Portland City Council postponed its decisions on closing streets for freeway construction and ratification of an agreement with the state highway commission on maintenance of ramps and overpasses after protests from local residents, who described I-405 as a "gigantic monstrosity" and the "West Side Suicide".<ref>{{cite news |date = February 17, 1962 |title = Bean Suggests Public Decide Freeway Route |pages = 1, 6 |work = The Oregonian }}</ref><ref>{{cite news |date = February 24, 1962 |title = City Delays Route Vote |page = 11 |work = The Oregonian }}</ref> The state highway commission halted its property acquisition negotiations the following month while awaiting the city council's approval of the agreement and other plans, which were required under federal law.<ref>{{cite news |last = Edwards |first = Herman |date = March 3, 1962 |title = Right-Of-Way Acquisitions Come To Halt |page = 1 |work = The Oregonian }}</ref> The protests coincided with the growing opposition to other freeway projects in the Portland area, including the [[Interstate 205 (Oregon–Washington)|Laurelhurst Freeway]] (I-205), at the onset of the region's [[highway revolt|freeway revolts]].<ref name="ODOT-IH2004"/><ref>{{cite news |last = Edwards |first = Herman |date = March 11, 1962 |title = New Freeway Sparks Grim City 'Revolt' |pages = 1, 43 |work = The Oregonian }}</ref> A pair of downtown businessmen formed the Citizens for Sane Freeways Committee and attempted to lobby the Bureau of Public Roads to adopt [[Harbor Drive]] as its route for I-405, but they were rejected because it did not meet modern freeway standards. The group later circulated a public petition with 3,000 signatures opposing the construction of the 13th–14th avenues section of the freeway between US&nbsp;26 and Burnside Street.<ref>{{cite news |last = Ostergren |first = Jack |date = March 10, 1962 |title = Stadium Freeway Route Hit |page = 10 |work = The Oregon Journal }}</ref><ref>{{cite news |date = March 16, 1962 |title = Town Topics: Freeway Hearing Row Seen |page = 4 |work = The Oregon Journal }}</ref><ref>{{cite news |date = March 20, 1962 |title = 3,000 Petitioners Ask Stadium Freeway Shift |page = 8 |work = The Oregon Journal }}</ref> On March 22, the city council voted unanimously to approve its agreements with the state highway commission after a four-hour public hearing with 35 speakers, allowing the state government to resume property acquisition.<ref>{{cite news |last = Edwards |first = Herman |date = March 23, 1962 |title = Council Gives Green Light To Stadium Freeway; Witnesses Fight Hard for Route |pages = 1, 20 |work = The Oregonian }}</ref><ref>{{cite news |date = March 24, 1962 |title = State To Resume Buying Properties For Freeway |page = 5 |work = The Oregonian }}</ref>

The Stadium Freeway project was divided into several stages to reduce long-term disruption to cross-town access, beginning with the trenched roadway in the Foothills area with 19 overpasses and working northward.<ref name="OR-Relief1969">{{cite news |date = February 2, 1969 |title = Street work: West side mess May have relief |page = 1 |work = The Oregonian }}</ref><ref>{{cite news |date = May 9, 1963 |title = Freeway System To Help Untie Traffic |page = H15 |work = The Oregonian }}</ref> The project required the demolition of 282 homes, 138 businesses, and 131 apartment buildings, costing $25&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|25000000|1969}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} in condemnations and land purchases.<ref name="OR-Monster1969">{{cite news |last = Federman |first = Stan |date = February 23, 1969 |title = 'Concrete Monster' Caps Lengthy Dispute |page = 17 |work = The Oregonian }}</ref> The state highway commission awarded the first construction contract for the Stadium Freeway project in August 1963, accepting a $4.4&nbsp;million bid (equivalent to ${{Format price|{{Inflation|US-GDP|4400000|1963}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} from the Donald M. Drake Company to build the {{convert|1.08|mi|km|adj=mid}} section from the Ross Island Bridge to Southwest Broadway with connections to the [[Marquam Bridge]] and the new freeway which became I-5.<ref>{{cite news |date = October 10, 1963 |title = Work Slows On 2 Streets |page = 27 |work = The Oregonian }}</ref> Construction began with utility relocation and the construction of temporary street detours in October 1963, ahead of work on the [[Vista Ridge Tunnels]] (part of US&nbsp;26), which began the following month.<ref>{{cite news |last = Edwards |first = Herman |date = October 13, 1963 |title = Earth-Moving Equipment Starts Gouging Out Bypass Road For Freeway Construction |page = 40 |work = The Oregonian }}</ref><ref>{{cite news |date = November 16, 1963 |title = Work Starts On Tunnels |page = 8 |work = The Oregonian }}</ref> Demolition and site clearing began by the end of 1963, with the [[St. Joseph's Catholic Church (Portland, Oregon)|St. Joseph's Catholic Church]] (built in 1887)<ref>{{cite news |last = Staihar |first = Janet |date = August 24, 1963 |title = Road To End German Catholic Church |page = 5 |work = The Oregonian }}</ref> among the oldest buildings to be demolished for the project;<ref>{{cite news |date = February 3, 1964 |title = New Route Cuts Swath Through Old Portland |page = 35 |work = The Oregonian }}</ref><ref>{{cite news |last = Ostergren |first = Jack |date = June 3, 1964 |title = Two New Freeways Stir Fuss; Home, Business Site 'Gobbling' Protested |page = 2 |work = The Oregon Journal }}</ref> other buildings were saved from demolition and moved to new locations, including the two-story Century Building (which suffered fire damage during its month-long move),<ref>{{cite news |date = September 11, 1964 |title = Short-Circuit Causes $12,000 Fire In Portland's 'Moving' Building |page = 3 |work = The Oregon Journal }}</ref> the former home of territorial governor [[George Law Curry]],<ref>{{cite news |last = Rocchia |first = Andy |date = July 1, 1964 |title = Traffic Tieups, Trees And Trepidation Involved In House Relocation |page = 5 |work = The Oregon Journal }}</ref> and St. Helen's Hall at [[Trinity Episcopal Cathedral (Portland, Oregon)|Trinity Episcopal Cathedral]].<ref>{{cite news |date = August 18, 1964 |title = Portland Firemen, Police Help St. Helen's Hall Move |page = 12 |work = The Oregonian }}</ref><ref>{{cite news |date = March 24, 1964 |title = Tenants Will use Building On Move |page = 1 |work = The Oregon Journal }}</ref> The broadcast studios of [[KGW-TV]] were also demolished for the project, requiring a $865,000 settlement from the state government for its property.<ref>{{cite news |date = November 7, 1964 |title = County Writes Largest Check |page = 4 |work = The Oregonian }}</ref><ref>{{cite news |date = June 7, 1965 |title = KGW Radio, Television Using Modern Broadcasting Center |page = 10 |work = The Oregon Journal }}</ref>

The Stadium Freeway's first completed overpass, carrying Southwest 4th Avenue, opened to traffic in March 1965 and replaced a temporary crossing that had been in use since May 1964.<ref>{{cite news |date = March 2, 1965 |title = Overpass To Open |page = 4 |work = The Oregon Journal }}</ref> The not-yet-complete freeway was used as the boundary between the state's [[Oregon's 1st congressional district|1st]] and [[Oregon's 3rd congressional district|3rd]] congressional districts following a special redistricting vote by the state legislature in May 1965.<ref>{{cite news |last = Hughes |first = Harold E. |date = May 26, 1965 |title = Legislature Fixes Congressional Boundaries; Vote Ends Five-Day Deadlock |page = 1 |work = The Oregonian }}</ref> The first section of I-405, between the Ross Island Bridge and Southwest Broadway, opened to traffic on October 26, 1965, two months later than scheduled and at a cost of $5.5&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|5500000|1965}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref>{{cite news |last = Long |first = James |date = October 26, 1965 |title = Stadium Freeway Stretch Opens; Few Cars On Hand For 'Rites' |page = 1 |work = The Oregon Journal }}</ref><ref>{{cite news |date = October 24, 1965 |title = Freeway Link Opens Tuesday, Easing Downtown Bottleneck |page = 1 |work = The Oregonian }}</ref> The delay was attributed to heavy rains that prevented painting of [[Road surface marking|lane markings]] and to a failed shipment of [[raised pavement marker]]s.<ref>{{cite news |date = October 15, 1965 |title = No 'Buttons,' No Freeway |page = 1 |work = The Oregonian }}</ref> Excavation of the second section, also under the direction of the Drake Company, began in September 1965.<ref>{{cite news |date = September 17, 1965 |title = South On-Off Freeway Lanes Slated For Use Next Month |page = 40 |work = The Oregonian }}</ref> It opened in September 1966, extending I-405 from Broadway to Southwest Montgomery Street near the Vista Ridge Tunnel.<ref>{{cite news |date = September 2, 1966 |title = New Freeway Section Ready |page = 25 |work = The Oregonian }}</ref> The Marquam Bridge opened a month later, granting access to East Portland via new ramps from I-405 to I-5.<ref>{{cite news |date = October 5, 1966 |title = New Bridge Deck Opened |page = 1 |work = The Oregonian }}</ref>

===Northern section and cancelled extensions===
[[File:I-405 interchange with U.S. 30 in northwest Portland (49887381301).jpg|thumb|right|Aerial view looking south on I-405 at the terminus of the cancelled [[Interstate 505 (Oregon)|I-505]] (now US&nbsp;30)]]

Construction of the third phase of I-405, covering {{convert|1.17|mi|km}} between Montgomery and Johnson streets, began in July 1966 under a $12.3&nbsp;million contract (equivalent to ${{Format price|{{Inflation|US-GDP|12300000|1966}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}}—the largest to be awarded by in the state highway commission's history.<ref>{{cite news |date = July 30, 1966 |title = New Freeway Enters Phase Three |at = sec. 2, p. 4 |work = The Oregonian }}</ref><ref>{{cite news |date = June 3, 1966 |title = Stadium Freeway Contract 'Largest' |page = 13 |work = The Oregonian }}</ref> It included 22 overpasses to reduce disruption to the street grid and 55 retaining walls, which were covered by planted trees, shrubs, and ivy to beautify the freeway.<ref name="OR-Monster1969"/><ref>{{cite news |date = June 13, 1966 |title = Road Crews Beautify Portland Approaches |page = 32 |work = The Oregonian }}</ref> An estimated {{convert|1,000,000|cuyd|m3}} of dirt were excavated for the project and reused to fill industrial sites on the Willamette River.<ref name="ODOT-IH2004"/><ref>{{cite news |date = August 7, 1965 |title = $70 Million 'Cut' Tears City...Provides Fill For New Site |page = 1 |work = The Oregon Journal }}</ref> The freeway's overpasses were opened to traffic in October 1968, but completion of the lanes and ramps was delayed over heavy rains that disrupted [[grading (earthworks)|grading]] and installation of [[guardrail]]s and signs.<ref>{{cite news |date = October 4, 1968 |title = Completion Delayed On Freeway Section |page = 16 |work = The Oregonian }}</ref> The Montgomery–Johnson section was opened to traffic on February 25, 1969, after an additional two-month delay because of snowy and icy weather.<ref name="ODOT-IH2004"/><ref>{{cite news |date = January 18, 1969 |title = Road Not To Open |page = 16 |work = [[Corvallis Gazette-Times]] |agency = Associated Press |url = https://www.newspapers.com/clip/30834793/road_not_to_open/ |via = Newspapers.com |access-date = April 21, 2019 }}</ref> It coincided with the opening of the Vista Ridge Tunnels, which provided a connection to the Sunset Freeway (US&nbsp;26) and replaced an earlier street.<ref>{{cite news |last = Crick |first = Rolla J. |date = February 25, 1969 |title = Sections Of Sunset, Stadium Freeways Open |page = 6 |work = The Oregon Journal }}</ref><ref>{{cite news |date = February 21, 1969 |title = Motorists Cautioned About Freeway |page = 22 |work = The Oregonian }}</ref>

The [[tied arch bridge|tied arch]] design of the Fremont Bridge was approved by the state government, city council, and Bureau of Public Roads in May 1966.<ref>{{cite news |date = May 10, 1966 |title = Fremont Bridge Wins U.S. Okay |page = 17 |work = The Oregonian }}</ref> The costlier design was recommended by the Portland Art Commission after public outcry over the perceived "ugliness" of the Marquam Bridge and the initial [[cantilever bridge|cantilever]] design for the Fremont Bridge.<ref>{{cite news |last = Painter |first = John Jr. |date = August 26, 1965 |title = Beauty-Budget Battle Flares Anew As City Council Studies Bridge Designs |page = 27 |work = The Oregonian }}</ref><ref>{{cite news |last = Edwards |first = Herman |date = February 18, 1963 |title = City, State Officials Seek Esthetic Style For Fremont Bridge |page = 12 |work = The Oregonian }}</ref> Construction began in late 1968 and was originally estimated to cost $22.4&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|22400000|1968}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} until later design changes caused its total cost to reach $50&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|50000000|1968}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref name="OR-Monster1969"/><ref>{{cite news |last = Federman |first = Stan |date = March 29, 1968 |title = Design Changes Hike Bridge Complex Cost |page = 23 |work = The Oregonian }}</ref> The Fremont Bridge and I-5 interchange opened on November 15, 1973, at a final cost of $82&nbsp;million (equivalent to ${{Format price|{{Inflation|US-GDP|82000000|1973}}}} in {{Inflation-year|US-GDP}} dollars).<ref name="ODOT-IH2004"/><ref>{{cite news |date = November 16, 1973 |title = Fremont Bridge opens with wheeze |page = 22 |work = The Oregonian }}</ref> I-405 cost a total of $121&nbsp;million to construct (equivalent to ${{Format price|{{Inflation|US-GDP|121000000|1973}}}} in {{Inflation-year|US-GDP}} dollars),{{inflation-fn|US-GDP}} making it the most expensive freeway project in Oregon on a per-mile basis.<ref name="ODOT-IH2004"/>

The northern section included construction of [[stub ramp]]s to two future freeway extensions: the Industrial Freeway ([[Interstate 505 (Oregon)|I-505]]) from the west end of the Fremont Bridge and the [[Rose City Freeway]] from the I-5 interchange at the east end of the bridge. I-505 was approved by the federal government in 1969 and was planned to begin construction shortly after the bridge opened, but was halted by lawsuits from neighborhood activists.<ref>{{cite news |date = January 15, 1970 |title = Canada, Japan Mills To Provide Majority Of Fremont Bridge Steel |page = 12 |work = The Oregonian }}</ref><ref>{{cite news |last = Pintarich |first = Paul |date = November 14, 1973 |title = Fremont Bridge only 'sure thing' in NW Portland traffic pattern |page = F4 |work = The Oregonian }}</ref> The project was cancelled in 1978 and the ramps were reused for an expressway section of US&nbsp;30 connecting to Yeon Avenue, which opened in 1988.<ref>{{cite news |last = Mantia |first = Patty |date = December 12, 1978 |title = I-505: the little freeway that wasn't |page = B7 |work = The Oregonian }}</ref><ref>{{cite news |last = Federman |first = Stan |date = May 5, 1988 |title = Summer 1988 to be fairly free of road hassles |page = C2 |work = The Oregonian }}</ref> The Rose City Freeway remained part of a long-term freeways plan from the city government, but was later cancelled because of a lack of funding.<ref>{{cite news |date = September 9, 1971 |title = Freeway squabble triggers City Hall row |page = 25 |work = The Oregonian }}</ref><ref>{{cite news |last = Hortsch |first = Dan |date = December 15, 1976 |title = Fremont Bridge ramps provoke discussion |page = E8 |work = The Oregonian }}</ref> The unused ramps were instead redirected to Kerby Avenue to serve the expanded Legacy Emanuel Hospital with approval from the city council in 1974 despite protests from local residents, which stalled the project for several years.<ref>{{cite news |last = Noles |first = BJ |date = January 17, 1974 |title = Council OKs Flint-Kerby off-ramp |page = 1 |work = The Oregonian }}</ref><ref>{{cite news |date = January 5, 1977 |title = Metro roundup: Planning panel weighs Fremont ramp options |page = C1 |work = The Oregonian }}</ref> The ramps were opened in 1979 with limited access to nearby streets as a compromise for the neighborhood.<ref>{{cite news |date = September 12, 1979 |title = New Look |page = E8 |work = The Oregonian }}</ref><ref>{{cite news |last = Williams |first = Linda |date = January 22, 1981 |title = Full use of bridge offramps urged |page = B1 |work = The Oregonian }}</ref>

===Later developments===

In August 2009, the entirety of I-405 with the exception of the Fremont Bridge was completely repaved for the first time by ODOT.<ref>{{cite news |last = Redden |first = Jim |date = July 28, 2009 |title = Repaving will close I-405 |url = https://pamplinmedia.com/component/content/article?id=52990 |work = [[Portland Tribune]] |access-date = April 21, 2019 |archive-date = May 17, 2021 |archive-url = https://web.archive.org/web/20210517202716/https://pamplinmedia.com/component/content/article?id=52990 |url-status = dead }}</ref> The bridge itself was repaved in August 2011.<ref>{{cite news |date = July 21, 2011 |title = Portland traffic: Month of Fremont Bridge upper-deck closures starts this weekend |url = https://www.oregonlive.com/commuting/2011/07/portland_traffic_fremont_bridg.html |work = The Oregonian |access-date = April 5, 2021 }}</ref> ODOT began a year-long project to repair and replace [[expansion joint]]s on elevated sections of the freeway in March 2019 because of extended deterioration of the structure.<ref>{{cite web |title = I-405: Ramps Project |url = https://www.oregon.gov/odot/projects/pages/project-details.aspx?project=19533 |publisher = Oregon Department of Transportation |access-date = April 5, 2021 }}</ref>

In 1998, Mayor [[Vera Katz]] proposed capping the southwest portion of I-405 to create space for parks, housing, and offices.<ref>{{cite news |last = Parente |first = Michele |date = July 14, 1998 |title = Katz's idea for I-405 cap splits council |page = B2 |work = The Oregonian }}</ref><ref>{{cite news |last = Learn |first = Scott |date = September 28, 2000 |title = Committee says I-405 cap possible in five years |page = A1 |work = The Oregonian }}</ref> A similar proposal was suggested by the Portland Art Commission in 1964, but not studied until the adoption of the 1972 Downtown Plan.<ref>{{cite news |date = April 17, 1964 |title = 'Roof' Road Proposed |page = 4 |work = The Oregon Journal }}</ref><ref>{{cite news |last = Learn |first = Scott |date = April 5, 1999 |title = Katz appoints team to study how to cap I-405 |page = C2 |work = The Oregonian }}</ref> Plans to cap portions of I-405 have been made by grassroots organizations since the 2000s, aiming to mitigate the effects of the freeway and create new development in northwestern Portland.<ref>{{cite news |last = Mehlhaf |first = Nina |date = February 25, 2015 |title = Grassroots support for building I-405 freeway cap |url = https://www.kgw.com/article/news/local/grassroots-support-for-building-i-405-freeway-cap/67380189 |publisher = [[KGW]] |access-date = August 16, 2015 }}</ref><ref>{{cite news |last = Slovic |first = Beth |date = May 25, 2012 |title = Could capping Interstate 405 be in Portland's future? Portland City Hall roundup |url = http://blog.oregonlive.com/portlandcityhall/2012/05/could_capping_interstate_405_b.html |work = The Oregonian |access-date = April 21, 2019 }}</ref> A {{convert|200|ft|m|adj=mid}} bridge, named [[Ned Flanders Crossing]] for ''[[The Simpsons]]'' character [[Ned Flanders]],<ref>{{cite news |last = Ramakrishnan |first = Jayati |date = September 9, 2021 |title = Neighborinos say 'hi-diddly-ho' to new Ned Flanders Crossing in NW Portland |url = https://www.oregonlive.com/commuting/2021/09/neighborinos-say-hi-diddly-ho-to-new-ned-flanders-crossing-in-nw-portland.html |work = The Oregonian |access-date = September 9, 2021 }}</ref> was built to create a pedestrian and bicycle connection across I-405 between two sections of Northwest Flanders Street in Northwest Portland.<ref>{{cite news |last = VanderHart |first = Dirk |date = August 22, 2016 |title = A New Bike/Pedestrian Bridge Is Coming to NW Portland—And Spurring Some Debate |url = https://www.portlandmercury.com/blogtown/2016/08/22/18510880/a-new-bikepedestrian-bridge-is-coming-to-nw-portlandand-spurring-some-debate |work = Portland Mercury |access-date = April 21, 2019 }}</ref> Construction on the bridge began in June 2020 and it opened a year later at a cost of $9.5&nbsp;million.<ref>{{cite news |last = Ding |first = Jaimie |date = January 24, 2021 |title = I-405 reopens after Flanders Crossing installation; pedestrian, bike bridge to open this spring |url = https://www.oregonlive.com/commuting/2021/01/i-405-reopens-after-flanders-crossing-installation-pedestrian-bike-bridge-to-open-this-spring.html |work = The Oregonian |access-date = March 29, 2021 }}</ref><ref>{{cite news |last = Swindler |first = Samantha |date = June 4, 2021 |title = Flanders Crossing, a new bicycle and pedestrian bridge over I-405, opens in Northwest Portland |url = https://www.oregonlive.com/portland/2021/06/flanders-crossing-a-new-bicycle-and-pedestrian-bridge-over-i-405-opens-in-northwest-portland.html |work = The Oregonian |access-date = June 4, 2021 }}</ref>

==Exit list==
{{jcttop|exit|location=Portland|county=Multnomah|state=OR|length_ref=<ref name="inventory">{{cite web |date = March 18, 2021 |title = Highway Inventory Detail |url = https://highway.odot.state.or.us/cf/highwayreports/mlpt_detail_parms.cfm |publisher = [[Oregon Department of Transportation]] |access-date = April 3, 2021 }}</ref>}}
{{ORint|exit
|mile= -0.04
|exit=—
|road={{jct|state=OR|I|5|dir1=south|city1=Salem}}
|notes=Exit 299B on I-5
}}
{{ORint|exit
|mile=0.52
|exit=1A
|type=incomplete
|road=South Waterfront&nbsp;– City Center
|notes=Northbound exit and southbound entrance
}}
{{ORint|exit
|mile=0.52
|exit=—
|type=incomplete
|road={{jct|state=OR|I|5|dir1=north|to2=to|I|84|dir2=east|city1=The Dalles|location2=[[Seattle]]}}
|notes=Southbound exit and northbound entrance
}}
{{ORint|exit
|mile=0.89
|exit=1B
|road=4th Avenue
|type=incomplete
|notes=Northbound exit and southbound entrance
}}
{{ORint|exit
|mile=1.03
|exit=1C
|type=concur
|road={{jct|state=OR|US|26|dir1=east|road|6th Avenue|city1=Ross Island Bridge}}
|notes=South end of US 26 [[concurrency (road)|concurrency]]
}}
{{ORint|exit
|mile=1.40
|exit=1D
|espan=2
|type=incomplete
|road=12th Avenue
|notes=Northbound exit and southbound entrance
}}
{{ORint
|mile=1.62
|type=concur
|road={{jct|state=OR|US|26|dir1=west|city1=Beaverton}}
|notes=North end of US 26 concurrency
}}
{{ORint|exit
|mile=1.92
|exit=2A
|espan=2
|type=incomplete
|road=Salmon Street&nbsp;– [[Providence Park]]
|notes=Northbound exit and southbound entrance
}}
{{ORint
|mile=2.20
|type=incomplete
|road=Burnside Street / Couch Street
|notes=Southbound exit and northbound entrance
}}
{{ORint|exit
|mile=2.35
|exit=2B
|road=Everett Street
}}
{{ORint|exit
|mile=3.08
|exit=3
|type=concur
|road={{jct|state=OR|US|30|dir1=west|location1=[[Northwest Industrial Area (Portland, Oregon)|Northwest Industrial Area]]|city2=St. Helens}}
|notes=South end of US 30 concurrency
}}
{{jctbridge|exit
|mile=3.32
|bridge=[[Fremont Bridge (Portland, Oregon)|Fremont Bridge]] over [[Willamette River]]
}}
{{ORint|exit
|mile=3.78
|exit=—
|type=concur<!--also incomplete-->
|road={{jct|state=OR|US|30|dir1=east|city1=The Dalles|name1=[[Interstate 5 in Oregon|I-5]] south}}
|notes=North end of US 30 concurrency; northbound exit and southbound entrance
}}
{{ORint|exit
|mile=4.18
|exit=—
|type=incomplete
|road=Kerby Avenue
|notes=Northbound exit and southbound entrance
}}
{{ORint|exit
|mile=4.21
|exit=—
|road={{jct|state=OR|I|5|dir1=north|location1=[[Seattle]]}}
|notes=Exit 302B on I-5
}}
{{jctbtm|keys=incomplete,concur}}

==See also==
* {{portal-inline|Pacific Northwest}}

==References==
{{Reflist}}

==External links==
{{AttachedKML|display=title,inline}}
*{{Commons category-inline}}

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

{{DEFAULTSORT:Interstate 05-4 (Oregon)}}
[[Category:1969 establishments in Oregon]]
[[Category:Auxiliary Interstate Highways|05-4 Oregon]]
[[Category:Interstate 5|4 Oregon]]
[[Category:Interstate Highways in Oregon|05-4]]
[[Category:Transportation in Multnomah County, Oregon]]
[[Category:Transportation in Portland, Oregon]]