737:: I-84, which replaced I-80N, has a strange numbering pattern near its junction with I-205, indicating that its Banfield Freeway portion was originally considered to be temporary. Specifically, there is about 1.5 miles (2.4 km) between exits 5 and 9, and mileposts along the Banfield Freeway jump between Mile 7 and Mile 10. The current exit numbers are different from original numbers on the Banfield, which were based on the actual mileposts; for example, what is exit 1 eastbound was originally exit 2A, and what is exit 9 was exit 6. This original exit numbering scheme also points to the temporary routing of I-84 on the Banfield.
749:: At I-405's northern terminus, one keeps left to follow US 30 exiting on I-5 and eventually I-84. The overhead signs marking this exit, however, only mention "US 30 East/The Dalles" without any mention of I-84 (however, auxiliary signs do say "I-5 South/I-84/East Next Left"). While the original sign has been replaced, the information on the sign is the same as when the Fremont Bridge opened in 1973, when the Mount Hood Freeway was still planned to be I-80N's Portland routing. (As a side note, I-405's northern interchange with I-5 contains many ramp stubs and truncated ramps of another scrapped Portland freeway, the
719:, a left exit (which would have been 300A) is blocked off, complete with an empty sign bridge (replaced in 2015). This would have been the southbound I-5 access to the Mount Hood Freeway eastbound. Places to attach similar ramps were built for other directions of travel on I-5, but they were instead used to widen the freeway in 1990 (and reconstruction of the ramp from I-5 northbound to I-84). There is a bridge support that is wider than needed to support the existing lanes of I-5.
771:: The approach to the Division/Powell exit, exit 19, has been curbed in an odd way, as if it were to have been a splitting of a duplexed I-84/I-205 into separate freeways; it is now an unusually wide exit. After leaving I-205 the exit splits again, sending Powell-bound traffic beneath a wide Division Street underpass and non-stop to a westbound-only turn onto Powell. This was to be the continuation of westbound I-84 as it merged with the Mount Hood Expressway.
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725:: On the lower deck (southbound), the ramp to I-405 exits in the left lanes, not the right. This was because the Mount Hood Freeway ramps were to come onto the bridge on the same side before the span, so lane changes would be unnecessary to continue on US 26 (it was to be duplexed with I-405). The same applies for the upper deck for the right lanes.
743:: As one approaches the interchange on I-84 from the east, one uses an exit off the freeway alignment to access the Banfield Freeway (continuing on I-84), whereas one stays on the mainline to access I-205. Also, as one approaches from the west, the Banfield Freeway's lanes merge on the right of lanes that come from I-205.
625:
Efforts to make the freeway more acceptable made their way into the later proposals. Among the proposals were increased landscaping and bike paths along the route as well as parks and community centers built over the freeway's "air rights" and a "transitway" with three-level stations (separate levels
471:
The new highway would have carried US 26 along the entire alignment, while I-80N was to be re-routed along the portion between I-5 and I-205. The I-80N designation would have been removed from the
Banfield Freeway, and the route would be duplexed over I-205 between the segments. US 26 would be
598:
By the time planners began to think seriously about building the Mount Hood
Freeway in the 1970s, the neighborhoods in and near its path mobilized grass-roots efforts against the freeway. The movements gained citywide and local support which changed the political landscape in local elections. Soon,
633:
Approval for the Mount Hood
Freeway was withdrawn by the Multnomah County Board of Commissioners on February 21, 1974, which was followed by a similar action from the Portland City Council in late July. After the project's cancellation, local transportation planners began to look at completing
440:
was in the planning stages at the time the Mount Hood
Freeway was first proposed. The I-205 routing was originally envisioned for the 52nd Avenue corridor, but ended up being built farther east at about 93rd Avenue. All plans for the Mount Hood Freeway allowed for a future I-205 connection at
387:
The proposed route was to run parallel to the existing alignment of US 26 on Powell
Boulevard, and would have required the destruction of 1,750 long-standing Portland homes and one percent of the Portland housing stock. Plans for the freeway triggered a
709:: At the western end of Segment Three, the highway was graded to support an interchange with the proposed Segment Two. An unusual divided sweeping turn on US 26 past Gresham is visible where an interchange with an unbuilt segment would have been.
650:
After some negotiation, I-205's
Multnomah County segment was finalized, reducing interchanges, eliminating a possible provision for a Mount Hood Freeway interchange, and resulting in the alignment of today's I-205. An unfinished, grade-separated
967:
673:
A total of 415 parcels in the future path of the Mount Hood
Freeway were acquired by the state government, costing $ 7.8 million in 1975. They were gradually resold for re-integration after the proposal was defeated.
646:
in the north. After the successful battle over the Mount Hood, activists were pushing for I-205's cancellation, while some neighborhoods and businesses wanted it further east or west (depending on the proposal).
677:
Some believe the Mount Hood
Freeway is one of the things most recognizable as a reason for the development and promotion of alternative forms of transportation in Portland. The MAX light rail system, the
943:
731:: A ramp stub on the bridge over the railroad tracks was intended as a connection to either I-5 or the Mount Hood Freeway. With the MLK viaduct project of 2007–2011, this ramp stub has been removed.
403:
When the freeway was canceled, a segment was already completed southeastwards from East
Burnside Road and Southeast Powell Blvd in Gresham, continuing to Sandy, which remains in use today.
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638:. Disputes with the new freeway-adverse Multnomah County Commission had left a 9-mile (14 km) gap between the two completed sections. I-205 ended in the south just across the
655:
and a bike path were added to I-205, part of the Mount Hood
Freeway ideas that actually influenced another freeway. The transitway is now being used as the route for the TriMet
765:, on the south side of the street is a series of linear parking lots and skinny buildings that have been built in the last 25 years on land that was acquired for the freeway.
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in Portland in the late 1960s and early 1970s, leading to its eventual cancellation. Plans for other proposed freeways in Portland were also scrapped, including
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The final segment of the proposal continued southeast from Gresham and ran to the outskirts of Sandy. This section was actually constructed (and is an
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The freeway's promoted virtue of a speedy commute was debunked by the freeway's opponents. On one hand, it was seen as benefiting only suburban
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at I-205, continuing to follow Powell Blvd. before skirting Gresham to the south and connecting to the existing route.
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Only a few physical signs are around of the canceled freeway, mostly in the form of incomplete connecting ramps or
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The defunct Grand Avenue leg of the Union Avenue (MLK Jr. Blvd) Viaduct, built in the 1960s
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at the expense of Portland's neighborhoods. On the other hand, many opponents stated that
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Colby, Richard (July 26, 1974). "Mt. Hood Freeway loses support of City Council".
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715:: Just as the southbound lanes enter the lower level of the approach to the
691:
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Ballestrem, Val (December 2008). "Mt. Hood Freeway - the Road Not Taken".
142:
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Since the completion of I-205, no major freeways have been built in the
526: in this section. Unsourced material may be challenged and removed.
426:
In 1962, this section was formally submitted for inclusion in the U.S.
346:
622:, jamming with traffic volumes that the freeway was not designed for.
928:
Mancuso, Jo (October 6, 1976). "Freeway land disposal grinds along".
284:
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448:. It would have continued the Mount Hood Freeway alignment past a
759:: This small park sits on land that was acquired for the freeway.
459:-grade highway), with a single interchange at the junction with
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630:. These efforts, however, were not enough to sell the project.
495:
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as part of a 1955 report that proposed 14 new highways in the
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1197:: 2005 retrospective article on Portland's cancelled freeways
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drafted Portland's original postwar infrastructure plan.)
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and some in the Oregon State Highway Department (now the
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The original plans for the freeway were presented by the
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476:, and downtown Portland streets, continuing on I-5 and
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Proposed Mount Hood Freeway corridor highlighted in red
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is a partially constructed but never to be completed
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Mount Hood Freeway never-to-be-finished interchange
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56:. Unsourced material may be challenged and removed.
626:for local buses and express buses) for an express
620:the freeway would be obsolete the minute it opened
1013:Support Services History Center Photos - Bridges
1211:Cancelled highway projects in the United States
444:Another segment of the proposal was called the
607:) were the only ones who wanted the freeway.
8:
1114:"Find a Park - The City of Portland, Oregon"
430:System as part of Interstate 80N, today's
357:), which would have run through southeast
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586:Learn how and when to remove this message
116:Learn how and when to remove this message
1163:Template:Attached KML/Mount Hood Freeway
868:"Moses Offers Plan for Portland Jobs" (
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129:
23:Cancelled freeway in Portland, Oregon
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524:adding citations to reliable sources
411:The freeway would have run from the
54:adding citations to reliable sources
1221:History of transportation in Oregon
605:Oregon Department of Transportation
1226:Transportation in Portland, Oregon
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741:I-84/I-205 junction configuration
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1090:. June 24, 2005. Archived from
902:. February 21, 1974. p. 1.
898:"Hood Freeway Plans Scuttled".
511:needs additional citations for
374:Oregon State Highway Department
41:needs additional citations for
1:
1216:Freeways in the United States
835:Young, Bob (March 9, 2005).
723:Marquam Bridge configuration
170:6 mi (9.7 km)
1187:ORoads - Mount Hood Freeway
769:Exit 19 southbound on I-205
472:taken off Powell Blvd, the
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668:Portland metropolitan area
378:Portland metropolitan area
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1167:KML is not from Wikidata
713:Ramp from I-5 southbound
642:line and stopped at the
353:and Interstate 80N (now
16:Not to be confused with
1179:The Oregon Encyclopedia
1118:www.PortlandOregon.gov
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1094:on September 26, 2007
984:45.47335°N 122.3964°W
801:U.S. Roads portal
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680:Portland Transit Mall
446:Mount Hood Expressway
365:, out to the city of
1174:"Mount Hood Freeway"
872:, November 11, 1943)
729:Grand Avenue Viaduct
599:it seemed as if the
535:"Mount Hood Freeway"
520:improve this article
492:Revolt and aftermath
65:"Mount Hood Freeway"
50:improve this article
1036:PortlandTribune.com
1032:"Stumptown Stumper"
989:45.47335; -122.3964
979: /
735:I-84 exit numbering
707:Interchange grading
217:Major intersections
1018:2007-05-13 at the
900:The Oregon Journal
885:Southeast Examiner
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601:Federal government
474:Ross Island Bridge
467:Route designations
428:Interstate Highway
343:Mount Hood Freeway
148:Mount Hood Freeway
18:Mount Hood Highway
1195:: Highway to Hell
1172:Ballestrem, Val.
849:on April 30, 2007
837:"Highway to Hell"
789:Oregon portal
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751:Rose City Freeway
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39:This article
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28:
27:
19:
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1143:
1121:. Retrieved
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1098:December 27,
1096:. Retrieved
1092:the original
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1076:
1064:. Retrieved
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948:. Retrieved
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917:. p. 1.
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853:December 27,
851:. Retrieved
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518:Please help
513:verification
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382:Robert Moses
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48:Please help
43:verification
40:
1082:"Southeast"
987: /
974:122°23′47″W
238:in Portland
1205:Categories
993: (
971:45°28′24″N
944:"Location"
822:References
692:ramp stubs
653:transitway
576:March 2019
546:newspapers
457:expressway
312:Interstate
252:US 26
206:US 26
106:April 2008
76:newspapers
950:March 23,
614:and East
407:Alignment
1145:KML file
1123:March 1,
1066:March 1,
1041:March 1,
1016:Archived
776:See also
686:Remnants
659:and the
421:Route 26
415:(at the
400:system.
266:Location
234: /
210:Portland
204: /
612:Gresham
560:scholar
480:to the
363:Gresham
347:freeway
271:Country
175:History
90:scholar
628:busway
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390:revolt
332:Scenic
285:Oregon
167:Length
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636:I-205
567:JSTOR
553:books
478:I-405
438:I-205
367:Sandy
327:Named
322:State
281:State
256:Sandy
236:I-205
232:I-80N
97:JSTOR
83:books
1154:help
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