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User:SounderBruce/Sandbox/Freeways

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Roads and freeways in Seattle edit

Original articles: Metropolitan Seattle Freeways and Street layout of Seattle

Freeway system edit

Existing freeways edit

Canceled freeways edit

Mentioned in "Phantom Freeways" (June 18, 1989 - PI and Times):

  • Bay Freeway (cancelled in 1972): Broad and Mercer streets between Elliott Bay and I-5
  • Bothell Freeway (SR 522)
  • Burien Freeway (SR 509) southern extension to Tacoma, not realized until Puget Sound Gateway project of 2020s
  • Cross-Sound Bridge and Rich Passage Bridge (via Vashon Island to Bremerton and Bainbridge)
  • Connecticut Street Viaduct: Extension of I-90 to the Alaskan Way Viaduct
  • East Side Freeway (Interstate 605): From Auburn to Bothell via eastern Bellevue or modern-day Sammamish
  • North Lake Bridge: Sand Point to Kirkland
  • Northwest Expressway: From Alaskan Way Viaduct to Ballard
  • Petrovitsky Freeway: From Kent to I-605
  • R.H. Thomson Expressway (formerly Empire Expressway, cancelled in 1972): Empire Way and 23rd Avenue from Tukwila through Rainier Valley and Central District to U-District
  • 50th Street Expressway?

By 1973, the following were dropped from regional PSGOC plans:

  • Cross-Sound Bridge
  • I-605
  • Hannah Pierce Freeway "south of Tacoma"
  • Tacoma industrial area freeway (SR 509?)
  • West Seattle Freeway's 8-lane configuration

Source: Seattle Times (September 16, 1973)

Future and proposed freeways edit

Features edit

  • HOV lanes (310 miles as of 2014)[1]
    • Initial segments opened in 1985 (I-5) and 1986 (I-90)
    • Direct access ramps to transit centers and park-and-rides built in 2000s[2]
    • Extended north through Everett in 2006
    • Extended south to Tacoma in 2010s
  • Reversible express lanes
  • Tolled freeways
  • Ramp metering

Funding edit

Major roads and streets edit

Street grid edit

Addresses edit

Directionals edit

See also edit

References edit

  1. ^ "Washington State Freeway HOV System". Washington State Department of Transportation.
  2. ^ "HOV Direct Access Ramps". Washington State Department of Transportation.

External links edit

Airport Expressway (Seattle) edit

For other uses, see Airport Expressway.

Airport Expressway

North Airport Expressway
Route information
Maintained by Port of Seattle
Length1.8 mi[1] (2.9 km)
Existed1967–present
HistoryCompleted in 1970
Major junctions
South end  SR 99 in SeaTac
North end  SR 518 in SeaTac
Location
CountryUnited States
StateWashington
Highway system

The Airport Expressway, also known as the North Airport Expressway, is a freeway in the city of SeaTac, part of the Seattle metropolitan area, connecting the Seattle–Tacoma International Airport to State Route 518 (SR 518).

Route description edit

The Airport Expressway begins on the southeast side of the main terminal of Seattle–Tacoma International Airport, fed by traffic from the segregated arrivals and departures roadways. The northbound lanes travel between the elevated tracks carrying Link light rail to the west and SR 99 to the east as they pass the airport's central parking garage. After passing under a pedestrian overpass connecting SeaTac/Airport station to SR 99, the expressway is joined by its southbound lanes. The expressway travels northwest with its wide median occupied by the light rail guideway, a cell phone lot, and abandoned ramps. After traveling through an interchange with South 170th Street and Air Cargo Road, the expressway passes a return-to-airport ramp on the north side of a cemetery. The expressway ends at an interchange with SR 518 adjacent to the airport's consolidated rental car facility and Tukwila International Boulevard station.[1]

History edit

  • 1967: Plans also included southern interchange at Bow Lake; total cost of $7 million[3][4]
    • Approved by Port Commission in March[5]
  • April 1970: Port approves agreement with State Highway Commission to construct expressway from S 160th to S 170th[6]
  • 1970: Completed?[7]
    • "Late" 1971: Interchange with SR 518[8]
    • June 1971: New airport entrance at 170th Street opened ahead of garage and expressway
  • 2008: Southbound lanes shifted to new roadway, related to light rail construction
  • 2009-12-19: SeaTac/Airport Link station opens[9]
  • 2021: New cell phone lot opens with improved access[10]
Future
  • Two-lane expansion SB from 170th to Arrivals/Departures split proposed to handle more queuing traffic[11]
  • "South Airport Expressway" planned for 2040, extending freeway from airport to SR 509 extension near Angle Lake station/S 200th[12]

Exit list edit

The entire highway is in SeaTac, King County.

mi[1]kmDestinationsNotes
0.00.0  SR 99 (International Boulevard) / Arrivals Drive, Departures DriveNo northbound access from SR 99
Begin freeway
0.71.1 
  To SR 99 (International Boulevard) / South 170th Street, Air Cargo Road – Cell Phone Lot, Overnight Parking		No northbound entrance
1.11.8Terminal, Parking, Rental Car ReturnNorthbound exit and southbound entrance
1.42.3South 160th StreetNorthbound entrance only
1.82.9  
  
  
  SR 518 to I-5 / I-405 / SR 509
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

References edit

  1. ^ a b c Google. "Airport Expressway, SeaTac" (Map). Google Maps. Google.
  2. ^ National Highway System: Seattle, WA (PDF) (Map). Federal Highway Administration. October 1, 2012.
  3. ^ Barr, Robert A. (January 18, 1967). "$7 Million Route Will Link Airport, Freeway". The Seattle Times. p. 1.
  4. ^ "2 Connections to Airport Planned". The Seattle Times. January 18, 1967. p. 15.
  5. ^ "$7 Million Airport Freeway Work Approved". Seattle Post-Intelligencer. March 29, 1967. p. 16.
  6. ^ "Port Agrees to Construct Airport Access Highway". Seattle Post-Intelligencer. April 29, 1970. p. B.
  7. ^ "Timeline: 1970 - 1979". Port of Seattle.
  8. ^ "New Entrance Opens Door To Cras, Jets". Seattle Post-Intelligencer. June 6, 1971. p. 43.
  9. ^ "Sound Transit opens Link light rail service to SeaTac" (Press release). Sound Transit. December 19, 2009.
  10. ^ https://www.seattlepi.com/lifestyle/travel/article/sea-tac-airport-adds-new-access-to-cell-phone-lot-16527760.php
  11. ^ "Widen Arrivals Roadway: Design Authorization Increase and Contract Amendment" (PDF). Port of Seattle. September 28, 2021.
  12. ^ Transpogroup (December 9, 2014). "City of SeaTac Transportation Element Update & Transportation Master Plan". City of SeaTac.

External links edit

West Seattle Freeway edit

West Seattle Freeway

Fauntleroy Expressway, Spokane Street Viaduct
Route information
Maintained by Seattle Department of Transportation
Length2.9 mi[1] (4.7 km)
HistoryCompleted in 1984
Major junctions
West end35th Avenue SW in Seattle
Major intersections  SR 99 in Seattle
East end  I-5 in Seattle
Location
CountryUnited States
StateWashington
Highway system

The West Seattle Freeway is a 2.9-mile-long (4.7 km) freeway in Seattle, connecting the West Seattle peninsula to State Route 99 (SR 99) and Interstate 5 (I-5). The freeway consists of three segments: the Fauntleroy Expressway as a continuation of Fauntleroy Way Southwest past 35th Avenue Southwest in Fairmount Park, the West Seattle Bridge over the Duwamish Waterway, and the Spokane Street Viaduct in SoDo.

Route description edit

The Fauntleroy Expressway begins as a continuation of Fauntleroy Way Southwest, a major arterial street that connects to the Fauntleroy ferry terminal serving Vashon Island,[2][3] at an intersection with 35th Avenue Southwest located on the border between the West Seattle neighborhoods of Fairmount Park and Genesee.[4][5] The four-lane, shoulder-less expressway travels northeast, passing under a pedestrian overpass at Southwest Andover Street. It turns cardinal east over Southwest Avalon Way and Southwest Admiral Way, intersecting both arterial streets with westbound offramps and eastbound onramps from its at-grade collector lanes on Southwest Spokane Street. The freeway then intersects Delridge Way Southwest north of Pigeon Point, gaining an additional westbound lane and three eastbound lanes (including a bus lane) as it crosses over the Duwamish Waterway and Harbor Island on the West Seattle Bridge.

Other notes
AADT, 2013[7]
  • Highest: West Seattle Bridge, 93,000
  • Lowest: Between 4th Avenue and I-5, 38,400

History edit

  • 1940s: Spokane Street Viaduct built[8]
  • 1941: Construction on Spokane Street Viaduct begins, after demolition of wooden trolley viaduct
  • 1944-01-25: First segment of Spokane Street Viaduct, between 6th Avenue South and East Marginal Way, dedicated by Mayor William F. Devin and opens to traffic[9]
    • Cost $1.2 million and used some federal funds[10]
  • 1963: Fauntleroy Expressway built
  • 1997-03-03: Seattle City Council adopts resolution requesting WSDOT to remove the word "freeway" from signage on entrances to Spokane Street Viaduct/West Seattle Bridge[11]
West Seattle Bridge
  • 1978-06-11 – West Seattle Bridge collision: North span of the western bridge damaged by a freighter, closing its four westbound lanes to traffic;[12] south span reduced to two lanes in each direction, motorists advised to use bridges upstream at 1st and 14th avenues[13][14][15]
  • 1980-11: Construction on high-level bridge begins[16]
  • 1983-11-13: Ribbon-cutting ceremony held on unfinished bridge[17]
  • 1983-11-15: Eastbound lanes open to temporary one-way traffic[18]
  • 1984-07-07: High-level West Seattle Bridge opened to traffic[19]
  • 1984-07-14: West Seattle Bridge dedicated[20][21]

Spokane Street Viaduct Widening edit

Features
  • Doubled viaduct width, adding 41 feet via new structure
  • Refurbishment of older viaduct
  • New eastbound offramp to 4th Avenue S
  • Reconstruction of S Spokane Street, including new sidewalk and multi-use trail (Alki Trail)
  • Artwork?
Timeline[22]
  • 2009-02: Work begins on EB 4th Avenue offramp
  • 2010-01: Closure of WB 4th Avenue offramp; Closure of westbound S Spokane Street
  • 2010-05-17: Closure of WB 1st Avenue ramps
  • 2010-08-16: EB 4th Avenue offramp opens
  • 2010: S Spokane Street reopens
  • 2011-02: New WB 1st Avenue ramps torn down because of 5-inch (13 cm) error[23]
  • 2012-08-31: New WB 1st Avenue ramps open
  • 2012-11-16: Project completed[24]

Exit list edit

The entire highway is in Seattle, King County.

mi[1]kmDestinationsNotes
0.00.035th Avenue SouthwestAt-grade intersection, continues as Fauntleroy Way Southwest
West end of freeway
0.50.80Southwest Admiral WayWestbound entrance and eastbound exit
Harbor Avenue Southwest, Southwest Avalon WayWestbound entrance and eastbound exit
1.01.6Delridge Way Southwest, Southwest Spokane Street – South Seattle CollegeWestbound entrance and eastbound exit
1.3–
1.7		2.1–
2.7		West Seattle Bridge
2.03.2S Spokane Street, 11th Avenue Southwest – Harbor IslandWestbound exit only
 
  SR 99 north – Seattle		Eastbound exit and westbound entrance
2.23.51st Avenue SouthNo eastbound entrance
2.54.04th Avenue SouthEastbound exit only
2.94.7  I-5 / Columbian Way, 15th Avenue South – Vancouver BC, PortlandContinues as South Columbian Way
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

References edit

  1. ^ a b Google. "West Seattle Freeway" (Map). Google Maps. Google.
  2. ^ "Fauntleroy Terminal and Cameras". Washington State Department of Transportation.
  3. ^ Seattle Arterial Classifications Planning Map (PDF) (Map). Cartography by Seattle Public Utilities Geographic Systems Section. Seattle Department of Transportation. 2003.
  4. ^ "Fairmount Park" (Map). Seattle City Clerk's Geographic Indexing Atlas. Seattle City Clerk. § NN-1525S. {{cite map}}: Unknown parameter |mapurl= ignored (|map-url= suggested) (help)
  5. ^ "Genesee" (Map). Seattle City Clerk's Geographic Indexing Atlas. Seattle City Clerk. § NN-1527S. {{cite map}}: Unknown parameter |mapurl= ignored (|map-url= suggested) (help)
  6. ^ National Highway System: Seattle, WA (PDF) (Map). Federal Highway Administration. October 1, 2012.
  7. ^ 2013 Seattle Traffic Flow Map (PDF) (Map). Seattle Department of Transportation. June 2014.
  8. ^ Brown, Charles E. (May 30, 2010). "Bumper to Bumper: Comparing Spokane St., Alaskan Way viaducts". The Seattle Times.
  9. ^ "Spokane Street Viaduct Open For Traffic". The Seattle Times (Sunset Final ed.). January 25, 1944. p. 20.
  10. ^ "Devin Dedicates New Viaduct; Spokane St. Traffic Lifted Above Tracks". The Seattle Times. January 26, 1944. p. 3.
  11. ^ Seattle City Council (March 3, 1997). "City of Seattle Resolution 29541". City of Seattle Legislative Information Service. Office of the City Clerk.
  12. ^ Wilma, David; Crolwey, Walt (May 1, 2000). "Freighter Chavez rams West Seattle Bridge on June 11, 1978". HistoryLink.
  13. ^ "Damaged bridge ties traffic". The Seattle Times. June 12, 1978. p. A1.
  14. ^ "Repair may take months: Legal tangles could match bridge tie-up". The Seattle Times. June 12, 1978. p. A14.
  15. ^ "Officials ponder solutions for West Seattle traffic". The Seattle Times. June 12, 1978. p. A14.
  16. ^ Clever, Dick (November 2, 1980). "Ground broken for new span". The Seattle Times. p. C1.
  17. ^ Gough, William (November 10, 1983). "Looking good: West Seattle Bridge to open". The Seattle Times. p. D1.
  18. ^ Gilbert, Greg (November 15, 1983). "West Seattle commutes". The Seattle Times. p. A1.
  19. ^ Gough, William (July 8, 1984). "New West Seattle Bridge no beauty but it's open". The Seattle Times. p. D1.
  20. ^ Carson, Jerry E. (July 15, 1984). "W. Seattle cheers bridge return". The Seattle Times. p. C6.
  21. ^ Long, Priscilla (May 29, 2007). "West Seattle Bridge is dedicated on July 14, 1984". HistoryLink.
  22. ^ "South Spokane Street Project". Seattle Department of Transportation. December 5, 2012.
  23. ^ Kelleher, Susan (February 4, 2011). "Small error halts big ramp on Spokane Street Viaduct". The Seattle Times.
  24. ^ Lindblom, Mike (November 16, 2012). "A safer Spokane Street Viaduct is finally done". The Seattle Times.

External links edit

R.H. Thomson Expressway edit

R.H. Thomson Expressway

Route information
Length15 mi[1][2] (24 km)
HistoryCanceled on January 11, 1971[3]
Major junctions
South end  I-5 in Tukwila
Major intersections  I-90 in Seattle
  SR 520 in Seattle
North end  SR 522 in Seattle
Location
CountryUnited States
StateWashington
Highway system

The R.H. Thomson Expressway, also referred to as the Empire Expressway, was a proposed north–south freeway in Seattle, Washington, US. It would have run from Interstate 5 near Boeing Field to State Route 520 (SR 520) near Montlake, passing through the Rainier Valley and Central District neighborhoods along Empire Way (now Martin Luther King Jr. Way). An extension across Union Bay to Ravenna was also planned as part of a connection to the Bothell Freeway (SR 522).

The proposal originated in the 1950s as an expansion of the recently constructed Empire Way and was later named for former city engineer Reginald H. Thomson. The freeway's path through the Central District and Washington Park Arboretum sparked major public outcry, culminating in lawsuits against the city government by civic groups in the 1960s.

Route description edit

The R. H. Thomson Expressway would have began as an extension of State Route 900 northwest of Renton, at an interchange with Interstate 5 near Boeing Field.

Various proposals also extended the expressway to intersect the Bothell Freeway (SR 522) near Lake City, or continue to Lynnwood to complete its connection with I-5.

History edit

Earlier proposals
  • 1912-03-05: Seattle voters reject the "Plan for Seattle" proposed by Virgil Bogue, which included Highway No. 62 from Renton to Bothell via the Rainier Valley and Central District[4][5]
  • 1926: Seattle Planning Commission recommends extending Empire Way northward across Montlake Bridge to Bothell Way
  • 1953: Empire Way extended north from Rainier Avenue to Dearborn Street for $300,000, "designed to eventually furnish a new by-pass of downtown Seattle for north-south traffic"[6]
  • 1954-11-02: Seattle and King County approve $10 million bond issue for arterial roadway improvements,[7] including $1.4 million to extend Empire Way from Dearborn to the Montlake Cut[8][9]
Empire Expressway
  • 1953: "27th Avenue Expressway" proposed to distribute traffic from Evergreen Point Bridge[10]
  • 1957: City of Seattle adopts Comprehensive Plan, including Empire Expressway from Renton to Laurelhurst via Empire Way and 23rd Avenue[11]
  • 1957-04-15: Seattle City Council passes resolution that adopts City Planning Commission plan for the Empire Expressway, from the city limits to Lake Washington Ship Canal via Empire Way[12]
  • 1957: Seattle City Council deems greenbelt on Empire Way Expressway to be too expensive[13]
  • 1957-10: Bond measure to fund engineering and early construction passed by voters[citation needed]
  • 1958-06-30: City Council approves study into extension from Rainier Avenue to Bothell Way
  • 1959: Empire Expressway added to state highway system under funding agreement[citation needed]
  • 1959-12-14: Seattle City Council approves special municipal election to finance comprehensive highway improvements, to take place March 8th[14]
  • 1959: Empire Way Expressway plans detailed; 6-lane limited-access roadway through Arboretum for $5 million[15]
  • 1960-03-08: King County Proposition 1 passes (70,762 in favor, 38,522 against),[16] approving $26.628 million to finance 12 projects from the City of Seattle Comprehensive Plan of 1957 with additional $31 million from state and federal sources;[17][18] including $13.336 million for Empire Way Expressway[19]
  • 1961: First public hearings per Interstate Act requirements; objections from local homeowners
R.H. Thomson Expressway/Thomson Freeway
  • Directory of Historic Resources (including newspaper clippings and timeline)
  • 1961-06-16: R.H. Thomson Expressway name adopted[citation needed]
  • 1962: Route B adopted by city council[citation needed]
  • 1963-03: Monson Ring Road concept announced[citation needed]
  • 1963-09: 400 people attend public hearing for project[citation needed]
  • 1963-09: Northern extension (Montlake to Lake City) routing options along 15th Avenue, 25th Avenue, 35th Avenue, or 40th Avenue[20]
  • State supreme court orders more hearings per Montlake lawsuit into new routing options with clearer explanations[citation needed]
  • 1965: Bothell alignment considered by transportation study director[citation needed]
  • 1966-05-25: Supreme Court finds hearings null and void due to a change in stat law[citation needed]
  • 1966: Preliminary study released[citation needed]
  • 1967 legislature (ex. sess. 145): R.H. Thomson Expressway added to state highway system as primary route, from Tukwila to Lake City (90th Street)
  • 1967-04-10: Seattle City Council renames R.H. Thomson Expressway to Thomson Freeway, effective November 1st[21]
  • 1968-03-08: R.H. Thomson 'Parkway' proposals unveiled, with 6-lane depressed freeway with several lids for parks and mixed-use development[22]
  • 1969-05-04: 2,000 protesters march through Arboretum in opposition to R.H. Thomson Expressway and fourth Lake Washington floating bridge[23][24]
  • 1970-03-08: Voters approve R.H. Thomson Expressway and Bay Freeway, authorizing $2 million bond issue for latter
  • 1970-06-01: Seattle City Council approves removal of R.H. Thomson Expressway from comprehensive plan[25]
    • $4 million spent in planning[26]
  • 1971-01-11: Seattle City Council passes resolution removing R.H. Thomson Parkway from The Comprehensive Plan of Seattle[3][27]
  • 1972-02-08: Special election held on Bay Freeway approval (Referendum 1, defeated 45-55) and revoking previous approval on the R.H. Thomson Expressway (Referendum 2, approved 71-29)[28][29]
Post-cancellation
  • 1972: Properties acquired for right of way sold[30]
  • 1981: Arboretum Foundation proposes bypass road around gardens to relieve traffic from 520 ramps[31]
  • 1982-07-19: Seattle City Council renames Empire Way to Martin Luther King Jr. Way[32][33]
  • 1991: SR 900 truncated to I-5, removing corridor from state highway system[34]
  • 2009-07-18: Light rail service on MLK Way begins[35]

Ghost ramps edit

(Copy from SR 520 article)

  • 2014-10-15: Demolition of ghost ramps at SR 520 begins[36]
    • To be finished by 2016[37]
  • 2021 package includes $60,000 to preserve ruins[38]

Exit list edit

References edit

Footnotes edit

  1. ^ Johnson 1979, p. 26
  2. ^ Stepankowsky, Anastasia (July 16, 2014). "Ozymandias, ramp of ramps". UW Daily.
  3. ^ a b Seattle City Council (January 11, 1971). "City of Seattle Resolution 22701". City of Seattle Legislative Information Service. Office of the City Clerk.
  4. ^ Bogue, Virgil (1911). "Appendix No. I—Arterial Highways". Plan of Seattle: Report of the Municipal Plans Commission. Seattle, Washington: Lowman & Hanford. pp. 172–173. OCLC 1440455 – via Google Books.
  5. ^ McRoberts, Patrick (November 4, 1998). "Seattle defeats Bogue Improvement Plan on March 5, 1912". HistoryLink.
  6. ^ Scayela, Josef (February 23, 1953). "Empire Way Extension". The Seattle Times. p. 20.
  7. ^ "Street-Bond Issue Is Only One to Win". The Seattle Times. November 3, 1954. p. 5.
  8. ^ Cunningham, Ross (October 24, 1954). "Bond Issue Would Provide Funds For Huge Traffic Project". The Seattle Times. p. 14.
  9. ^ "New Empire Way". The Seattle Times. October 26, 1954. p. 21.
  10. ^ Cunningham, Ross (April 26, 1953). "Traffic Integration Is Knotty Problem Faced in Placing New Lake Bridge". The Seattle Times.
  11. ^ Willix, Douglas (August 25, 1957). "Seattle's Plan For Tomorrow". The Seattle Sunday Times Magazine. pp. 12–13.
  12. ^ Seattle City Council (April 15, 1957). "City of Seattle Resolution 17478". City of Seattle Legislative Information Service. Office of the City Clerk.
  13. ^ "City Council: Green Belt for Empire Way Extension Is Found Too Expensive". The Seattle Times. March 26, 1957. p. 24.
  14. ^ Seattle City Council (December 14, 1959). "City of Seattle Ordinance 88825". City of Seattle Legislative Information Service. Office of the City Clerk.
  15. ^ "Plan for Arboretum-Montlake Expressway". The Seattle Times. October 4, 1959. p. 18.
  16. ^ "Mrs. Edwards Gains Most In Official Tally". The Seattle Times. March 19, 1960. p. 4.
  17. ^ "Arterial, Park Bonds Are Vital Issues". The Seattle Sunday Times. March 6, 1960. p. 22.
  18. ^ City of Seattle (March 7, 1960). "Proposition 1 is Key to 6-Year Traffic Improvement Program". The Seattle Times. pp. C2–C3.
  19. ^ "Funds For Expressway Links Asked". The Seattle Times. June 8, 1959. p. 5.
  20. ^ Willix, Douglas (September 3, 1963). "Four Routes Considered For Empire Expressway in North". The Seattle Times. p. 7.
  21. ^ Seattle City Council (April 12, 1967). "City of Seattle Ordinance 95703". City of Seattle Legislative Information Service. Office of the City Clerk.
  22. ^ Coffman, Larry (March 7, 1968). "R.H. Thomson 'Parkway' Proposals Unveiled". The Seattle Times. p. 7.
  23. ^ "Protest Rally: Route Opponents Bloom in Arboretum". The Seattle Times. May 5, 1969. p. 25.
  24. ^ Stein, Alan J. (June 3, 1999). "Thousands protest planned freeway through Seattle's Arboretum on May 4, 1969". HistoryLink.
  25. ^ "City Hall: Thomson Parkway Dead...Bay Freeway Goes on as 6 Lanes". The Seattle Times. June 2, 1970. p. A8.
  26. ^ Wilson, John; Wilson, Marshall (June 11, 1970). "Taxpayers Ante $4 Million For Abandoned Expressway". The Seattle Times. p. A1.
  27. ^ Parks, Michael J. (January 12, 1971). "Parkway officially dropped". The Seattle Times. p. A8.
  28. ^ Crowley, Walt; Oldham, Kit (March 19, 2001). "Seattle voters scrap proposed Bay Freeway and R. H. Thomson Expressway on February 8, 1972". HistoryLink.
  29. ^ "Freeways rejected: Absentees to decide Seattle school levy". The Seattle Times. February 9, 1972. p. A1.
  30. ^ Sperry, Sam R. (March 19, 1972). "Thomson project: It's dead, but a hundred properties remain". The Seattle Times. p. G12.
  31. ^ Robinson, Herb (February 22, 1981). "Shelve the East Central Transportation Plan". The Seattle Times. p. A22.
  32. ^ Seattle City Council (July 29, 1982). "City of Seattle Ordinance 110692". City of Seattle Legislative Information Service. Office of the City Clerk.
  33. ^ Moriwaki, Lee (July 30, 1982). "It's now Martin Luther King Jr. Way: Royer approves new name for Empire Way despite protests". The Seattle Times. p. A1.
  34. ^ Cooper, Dennis W., ed. (May 21, 1991). "Chapter 342 (Engrossed Senate Bill 5801): State Highway Routes—Revisions To". 1991 Session Laws of the State of Washington - Regular Session, Fifty-Second Legislature (PDF). Session Laws of the State of Washington (1991 ed.). Olympia, Washington: Washington State Legislature. p. 1908. OCLC 42336168. Sec. 47. RCW 47.17.825 and 1979 ex.s. c 33 s 16 are each amended to read as follows: A state highway to be known as state route number 900 is established as follows: Beginning at a junction with state route number ((99)) 5 in Seattle near the Duwamish River, thence ((easterly-and)) southerly by way of Renton to a junction with state route number 90 in the vicinity of Issaquah.
  35. ^ "Link light rail launches new era of mobility for central Puget Sound" (Press release). Seattle, Washington: Sound Transit. July 18, 2009.
  36. ^ Sterling, Ian; Pelley, Suanne (October 15, 2014). "SR 520 construction breaks ground with Seattle ramp demolition" (Press release). Olympia, Washington: Washington State Department of Transportation.
  37. ^ Lindblom, Mike (January 24, 2013). "520 'ramps to nowhere' to come down". The Seattle Times.
  38. ^ https://www.seattletimes.com/seattle-news/transportation/washington-state-lawmakers-keep-new-highways-on-cruise-control/

Works cited edit

Northwest Expressway (Seattle) edit

Northwest Expressway

Major junctions
South end  SR 99 in Seattle
North endHolman Road NW in Seattle
Location
CountryUnited States
StateWashington
Highway system

The Northwest Expressway was a proposed freeway connecting Downtown Seattle to Interbay and Ballard.

Route description edit

History edit

  • 1937: Bill introduced to sign 15th Avenue and Elliott Avenue as a primary state highway branch[1]
  • Integration with Puget Sound crossing to Bainbridge?
  • 15th Avenue corridor is now an expressway, later had speed limits lowered

Exit list edit

References edit

  1. ^ https://www.newspapers.com/clip/88202434/15th-avenue-as-a-primary-state-highway/

Rivergate Freeway edit

  • Named for Rivergate development in northwest Portland
  • West bypass to complement I-205
    • 1969 proposal to replace I-205 was quickly rejected
  • 1973 Washington report: study proposed, but Oregon rejects funding; estimated construction cost of $235.682 million[1]
  • Resurfaced in 1990s and with CRC

References edit

  1. ^ "Chapter 6: Highway Route Studies". Report of the Legislative Transportation Committee (Report). Washington State Legislature. January 1973. p. 23 – via WSDOT Library Digital Collections.
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