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148-543: Construction of TriMet’s Westside MAX project began in 1994, with the Fairplex station opening on September 12, 1998, along with the rest of the line west of Downtown Portland . A person was struck and killed by a MAX train at the station in April 2001. In June 2004, the station was the site of a failed armed robbery where the robber's gun failed to fire. In 2007, plans for redesigning the county fairgrounds were announced and included

296-626: A U.S. Representative and later a Senator after rising to prominence with freeway revolts. In particular, I-70 was stopped through Leakin Park , and terminates at the Baltimore City line at a Park and Ride, just inside the I-695 Beltway , rather than its planned terminus at I-95 exit 50 (currently US 1 Alternate: Caton Avenue), while I-83 terminates in downtown Baltimore at Fayette Street instead of connecting to I-95 at exit 57. Additionally, Moravia Road

444-543: A side platform along the two tracks, with a third track to the west used for parking extra trains utilized for increased capacity during special events such as the county fair and the Oregon International Airshow . The station also includes bike lockers and bike racks, is compliant with the Americans with Disabilities Act , and has a seasonal concessions stand . Across the street from the station's parking lot,

592-478: A "1990 Transportation Plan". The plan, later adopted by the Columbia Region Association of Governments (CRAG) as a regional transportation plan , called for 54 new road and highway projects. That same year, an anti-freeway group called Sensible Transportation Options for People (STOP) was formed, while Neil Goldschmidt ran a successful election campaign on freeway opposition to become a member of

740-595: A 15-minute headway for most of each day. Blue Line trains run most frequently during weekday rush hours , operating on headways as short as five minutes. During the early mornings and late evenings, headways increase to 30 minutes. During the Eastside MAX's construction, the line was projected to carry 12,000 riders per day. It averaged around 22,000 during its first four days of regular operation and had leveled at 18,000 by December 1986. In June 1987, TriMet's general manager, James Cowen, claimed MAX ridership had grown to

888-655: A 278-foot (85 m) tunnel boring machine was used to drill for two miles. Highly fragmented rock initially made machine excavation difficult, delaying the project for nine months. The $ 166.9 million tunnel was completed in 1997. It houses the 260-foot-deep (79 m) Washington Park station , currently the system's only underground station and the deepest transit station in North America. Work along Oregon Highway 217 started in March 1994. Initially planned to run alongside freight trains through Beaverton and Hillsboro,

1036-521: A bridge across the Housatonic River to bypass the existing crossing at Stevenson Dam , fearing the new crossing would cause irreparable damage to Bald Eagle nesting sites and increase truck traffic through both towns. Two other small sections of the planned Route 34 freeway were completed: a short freeway stub from Route 34 to a directional interchange with Interstate 84 in Newtown (originally built for

1184-571: A cement block base. Additionally, historic photographs featuring the county fair are etched into the glass of the windscreen, while tree rooms create shade. MAX Blue Line#Westside MAX The MAX Blue Line is a light rail line serving the Portland metropolitan area in the U.S. state of Oregon . Operated by TriMet as part of the MAX Light Rail system, it connects Hillsboro , Beaverton , Portland, and Gresham . The Blue Line

1332-592: A cost of about $ 200 million to build the segment. The study identified a best route option using existing tracks between Southwest Adams Avenue in Hillsboro and Douglas Street in Forest Grove. The tracks, which were formerly owned by OE, are currently state-owned with operating rights assigned to the Portland and Western Railroad . Metro proposes a high-capacity transit extension to Forest Grove as part of its 2018 Regional Transportation Plan for 2040 but does not specify

1480-446: A decade due to funding disagreements. Originally designed to terminate at 185th Avenue near the border of Hillsboro and Beaverton, proponents for a longer line achieved a supplemental extension to downtown Hillsboro just before groundbreaking in 1993. The Westside MAX opened in two phases following delays in tunnel construction; the first section up to Goose Hollow opened in 1997 while the rest opened on September 12, 1998. In 2000,

1628-463: A general belt loop and several freeways crossing the Salt River Valley through much of Phoenix, with the key feature to include a central-city portion of Interstate 10 , running just south of McDowell Road. I-10 had been built westbound to a point southwest of downtown, where it curved and merged into Interstate 17 . The largest unconstructed section of I-10 in the country, beginning just east of

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1776-616: A halt to planning and construction of all planned expressways inside the Route 128 loop highway, with the exception of the remaining segments of the Central Artery and the segment of Interstate 93 between East Somerville and the Charles River. However, some proposals for controlled-access freeways have been debated and finalized as a compromise to build them as at-grade expressways. In Phoenix, Arizona , regional planners had long planned

1924-537: A large stack interchange complex roughly where the Carter Center exists today, east of downtown Atlanta. Interstate 420 would have skirted the city limits of Atlanta to the south, running from Interstate 20 in Decatur to Douglasville . The center portion of what would have become I-420 was constructed, and exists as Langford Parkway . Additional local protests and legislative action ended planning and construction of

2072-531: A massive public relations opposition battle began, citing the freeway sprawl of Los Angeles as a model Pulliam did not want Phoenix embracing. The rhetoric became so heated that in 1973 a non-binding public advisory election was held, resulting (largely due to Pulliam's regular editorial tirades) in an overwhelming "no" vote for the existing plan. The city and the Arizona State Highway Department (now Arizona Department of Transportation ) scrapped

2220-685: A new 89,000-square-foot (8,300 m) conference center and exhibition hall, known as the Wingspan Event & Conference Center, opened in August 2020, replacing buildings demolished in 2018. As with all stations along the Westside MAX line, the Fairgrounds station includes public artwork, with the theme of pride in achievement for this stop. One item is a weather vane featuring five model airplanes designed by Glen Geller and Curt Oliver. These planes have

2368-711: A number of environmental organizations including the Natural Resources Defense Council , the Sierra Club , the Surfrider Foundation and others, along with the California State Parks Foundation, banded together to stop a planned extension to the SR 241 Foothill South Toll Road . The groups contend that the project threatens the fragile San Mateo Creek Watershed and would result in the loss of

2516-575: A partially completed expressway in northern Pennsylvania and Upstate New York ) between Hartford and Sturbridge, Massachusetts in 1983. The already-completed portions of this extension was redesignated as Interstate 384 and US-6 Windham Bypass. CONNDOT and the FHWA intended to construct the US-6 Freeway through Andover, Bolton, and Coventry to link I-384 and the Windham Bypass. After 40 years since it

2664-543: A petition in opposition. Nevertheless, the commission included the route in the 1955 Berkeley Master Plan. A 1957 public hearing drew 100 protesters. The 1959 Alameda County transportation plan attempted to relocate the proposed freeway to the Oakland–Berkeley border, but Oakland was no more receptive to the freeway, and the Berkeley City Council voted to stop planning it in 1961. In Bakersfield, California ,

2812-420: A plan to add an HOV lane and general lanes to Banfield instead. This opposition was notable, especially in comparison to the 340 individual comments received during a discussion period in 1977–1978. In September 1978, TriMet became the first jurisdiction to adopt a resolution supporting a combined light rail and highway expansion plan. Remaining local jurisdictions each announced their support by November, and

2960-638: A play on its greenish color and on the name of the tall left field wall in Fenway Park . Starting in 1991, the Central Artery was rerouted into a replacement tunnel network , and the elevated highway was demolished and replaced by linear parks and new buildings, in a massive project known as the " Big Dig ". There was also a plan in Western Massachusetts of an upgrade of U.S. Route 7 from Lee to Pittsfield and points north of there. The highway

3108-640: A point where it was "a peak all day" with a farebox recovery ratio of 50 percent. Two years after the opening of the Westside MAX, the system had been recording over 71,000 daily riders, a figure that was not anticipated until 2005. To relieve overcrowding, TriMet extended the Red Line further west to Beaverton Transit Center on August 31, 2003. From 2004 to 2007, TriMet recorded 18 percent and 27 percent increases in utilization between Hatfield Government Center station and Beaverton Transit Center during morning and evening rush hours, respectively, prompting

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3256-424: A preliminary engineering study. That same year, newly appointed Hillsboro Mayor Shirley Huffman began lobbying for the line's extension to downtown Hillsboro. She traveled frequently to Washington, D.C. to lobby Congress and UMTA. The project was later suspended by TriMet amid conflict with UMTA, who wanted the former to develop a financing plan before it released funding for preliminary engineering work. By

3404-576: A proposal to create a large exhibition hall that would connect to the MAX station via a public plaza . In March 2011, TriMet received a federal grant to pay for the installation of security cameras at the station. TriMet announced the station would be renamed to "Hillsboro Airport/Fairgrounds" on August 25, 2024, concurrent with the extension of Red Line service to the station on that date (with an inauguration ceremony three days later, on August 28). Located south of northeast Cornell Road on northeast 34th Avenue,

3552-469: A second track was laid and a second platform was constructed at Gresham Central Transit Center , making the section double-track and eliminating the only remaining single-track on the Eastside MAX. The new track was brought into use in May after a three-month suspension of MAX service east of Rockwood/East 188th Avenue station ; it had been replaced by shuttle buses to allow the work to be carried out. Since

3700-576: A segment between Orenco and central Hillsboro in 1977. In 1979, plans to restore passenger rail service from Portland to the west side emerged with a proposal to extend MAX to 185th Avenue, near the Hillsboro– Beaverton boundary. In 1983, Metro (the successor to CRAG) selected light rail as the preferred mode alternative, and the Urban Mass Transportation Administration (UMTA) released $ 1.3 million to begin

3848-471: A separate EIS prepared by Skidmore, Owings & Merrill determined that if built, the Mount Hood Freeway would only add more traffic to downtown Portland than the surface streets could handle. Then, on February 4, 1974, U.S. District Judge James M. Burns rejected the freeway plan after finding that the corridor selection process failed to follow the appropriate procedures. Multnomah County and

3996-653: A significant portion of the popular San Onofre State Beach Park. In 2006, the coalition filed a lawsuit against the Transportation Corridor Agency – the agency responsible for the project – stating that deficiencies in the project's environmental impact report violated the California Environmental Quality Act . The groups were joined in the lawsuit by the California State Attorney General's Office. State Route 252

4144-596: A small number of less-used stations, TriMet removed the bell cords in November 1994 and changed its operating practices to have trains stop at every station at all times. From 1986 to 1996, most of the line's easternmost two miles (3.2 km), beyond the Ruby Junction maintenance facility, operated as bidirectional single-track . Trains traveling in opposite directions were unable to pass in these sections, resulting in delays when service ran behind schedule. In early 1996,

4292-481: A test run struck and killed a man who had trespassed onto the light rail tracks near Northeast 68th Avenue. The Steel Bridge reopened in May 1986 after encountering a nine-month delay caused by structural problems and late deliveries. The bridge's owners—the Union Pacific and Southern Pacific railroads—added to the delay by insisting on the replacement of the bridge's 64 lift cables, which TriMet claimed had not been in

4440-573: A two-lane road, but rebuilding that segment straightened curves, added shoulders and turning pockets, and reduced the number of roadways and driveways intersecting the road to improve safety. Local opposition, particularly in the town of Wilton , convinced a federal judge to halt construction of the U.S. Route 7 Expressway (originally envisioned to be a segment of the then-proposed Interstate 89 through western New England) between Norwalk and Danbury in 1972. State and federal highway officials subsequently prepared an environmental impact statement for

4588-675: A two-mile (3.2 km) section owned by the Portland Traction Company (PTC). In August 1983, PTC agreed to surrender this segment as part of a longer abandonment up to Linnemann Junction, a total of 4.3 miles (6.9 km) of right-of-way, which TriMet bought for $ 2.9 million in December of that year. Anticipating 42,500 riders by 1990, TriMet purchased 26 light rail vehicles from Bombardier , with each car costing $ 750,000. Bombardier started their production in 1982 and began delivering them in 1984. Zimmer Gunsul Frasca designed

Hillsboro Airport/Fairgrounds station - Misplaced Pages Continue

4736-476: A wingspan of approximately 2 feet (61 cm), are based on real historic aircraft, and include a Longster III, a dirigible named Gelatine , the George Yates Geodetic , a Curtiss Pusher, and Van's Aircraft RV-3 . An additional piece of art at the station is a large metal sculpture of a trophy designed by Bill Will. Entitled "World's Greatest", the wire cup is a topiary covered in ivy sitting atop

4884-482: A year-end deadline approaching the 25 percent local-share stipulation, TriMet introduced a $ 125 million local bond measure in July 1990. Portland area voters overwhelmingly approved the ballot measure, which earned 74 percent average approval the following November. This marked the region's first successful vote approving public transportation. The Federal Transit Administration (the new name for UMTA) completed

5032-506: Is the longest in the network; it travels approximately 33 miles (53 km) and serves 48 stations from Hatfield Government Center to Cleveland Avenue . It is the busiest of the five MAX lines, having carried an average 55,370 riders each day on weekdays in September 2018. Service runs for 22 1 ⁄ 2 hours per day from Monday to Thursday, with headways of between 30 minutes off-peak and five minutes during rush hour . It runs later in

5180-588: The San Francisco Chronicle published a map of proposed routes. Construction of the elevated Embarcadero Freeway along the downtown waterfront also helped to organize the opposition, articulated by architecture critic Allan Temko , who began writing for the Chronicle in 1961. The 1955 San Francisco Trafficways Plan included the following routes that were never completed: The 1960 Trafficways Plan deleted several of these routes but added another: In 1959,

5328-721: The Banfield Light Rail Project during planning and construction as a part of the Banfield Freeway redevelopment, construction of what is now the Eastside MAX segment began in 1983. The line was inaugurated as the Metropolitan Area Express (MAX) on September 5, 1986. Planning for an extension of MAX to the west side began as early as 1979. Known as the Westside MAX , construction was delayed by nearly

5476-534: The Civic Stadium and Kings Hill/SW Salmon Street , in conjunction with the entry into service of the first low-floor cars. Grand opening celebrations for the entire $ 963.5   million (equivalent to $ 1.68 billion in 2023 dollars) line took place on September 12, 1998. Ceremonies were held at various stations and speeches were delivered by local and national dignitaries, including Vice President Al Gore . Twelve TriMet bus routes, which had operated between

5624-628: The Interstate Highway System as Interstate 405 (I-405), the Stadium Freeway was the first to start construction in 1963. Its route through downtown Portland led to condemnations that fostered one of the first grassroots opposition to freeways , which grew considerably as planning continued for the others. In 1971, the Portland–Vancouver Metropolitan Transportation Study (PVMTS), published

5772-608: The Merritt Parkway , all of which have been thwarted by the efforts of conservationists who oppose the destruction of the Parkway's uniquely designed bridges and rustic character. The Oak Street Connector was a proposed east-west freeway originally envisioned to connect New Haven with Danbury , largely paralleling Route 34. Construction on the initial (and only completed) segment in downtown New Haven from Interstate 95 to York Street began in 1957, with its opening in 1959. Opposition to

5920-526: The Mississippi River in the French Quarter of New Orleans. Local preservationists worked to build popular support to stop the proposed elevated expressway in the 1960s. Freeways Interstate 95 , Interstate 83 , and Interstate 70 are not directly connected to each other inside Baltimore city limits because of freeway revolts led by activist and later politician Barbara Mikulski . Mikulski became

6068-747: The Orange Line can be made at the Pioneer Square and Mall stations. Additionally, the Blue Line provides connections to local and intercity bus services at various stops across the line, the Portland Streetcar at four stops in and near downtown Portland, and a transfer to WES Commuter Rail , which runs from Beaverton to Wilsonville during the morning and evening commutes on weekdays, at Beaverton Transit Center. In an Institute for Transportation and Development Policy study conducted in September 2013,

Hillsboro Airport/Fairgrounds station - Misplaced Pages Continue

6216-663: The Outer Perimeter and the Northern Arc, which would have surrounded Atlanta about 20 miles (32 km) outside of the present Perimeter Highway . The Amstutz Expressway was meant to be a lakeshore expressway in North Chicago and Waukegan . However, a large portion in northern North Chicago was never completed, so the road exists in two small portions. The Waukegan portion is frequently referred to as "The Highway to Nowhere" because of its uselessness. Sheridan Road runs along

6364-718: The Portland City Council and eventually, mayor. By 1972, local groups had filed lawsuits against the Oregon Transportation Commission to halt the Mount Hood and Industrial—by then called I-505 —freeways. For I-505, a U.S. district court forced the Highway Department to conduct an appropriate environmental impact statement (EIS) after Northwest Portland residents alleged that National Environmental Policy Act guidelines were ignored. In 1973,

6512-940: The Portland Transit Mall near the Pioneer Courthouse and Pioneer Courthouse Square . The tracks reconnect on Southwest 1st Avenue and head north, traversing the Willamette River via the Steel Bridge into the Rose Quarter . The line runs along Holladay Street in the Rose Quarter and the Lloyd District , passing the Moda Center and the Oregon Convention Center. It enters its grade-separated segment along

6660-526: The SR 178 freeway terminates two miles east of the SR 99 freeway. The section through downtown Bakersfield and the Westchester residential district was never completed due to opposition from Westchester residents. The controversy continues to this day, as the Bakersfield City Council's plans to widen Highway 178 through the Westchester area are being strongly protested. In Southern California,

6808-648: The Sacramento County Board of Supervisors submitted a request to the state legislature to remove several planned freeways from active planning. Among these were a section of State Route 65 , State Route 143 , and State Route 244 ; Caltrans had already acquired rights of way for portions of the routes, which would cost $ 149 million to build (in 1973 dollars). Cuesta Freeway was intended to connect US 101 in San Luis Obispo with an interchange at Marsh Street exit to Cuesta College . This proposed section

6956-763: The San Francisco Board of Supervisors voted to cancel seven of ten planned freeways, including an extension of the Central Freeway . In 1964, protests against a freeway through the Panhandle and Golden Gate Park led to its cancellation, and in 1966 the Board of Supervisors rejected an extension of the Embarcadero Freeway to the Golden Gate Bridge . Opposition to the Embarcadero Freeway continued, and in 1985,

7104-494: The Steel Bridge to carry the alignment over the Willamette River because it had been designed for the use of the city's former streetcars . In the east side, planners routed the line through a former Mount Hood Company interurban right-of-way , which occupied the median of East Burnside Street between 99th Avenue in Portland and Ruby Junction/197th Avenue, along which interurban service had ended in 1927. From Ruby Junction to Cleveland Avenue, planners assumed acquisition of

7252-430: The Sunset Highway (U.S. 26), the BN right-of-way, and the Tualatin Valley Highway (TV Highway). A consultant recommended the BN alternative to TriMet in December 1988, and the agency's board ultimately selected that recommendation. The terminus station would have been along the BN right-of-way near 185th Avenue and Baseline Road. Meanwhile, the Portland City Council formed an advisory committee to determine whether

7400-414: The West Hills were studied, including an all-surface option along the Sunset Highway, an option with a half-mile-long (0.8   km) "short tunnel", and an option with a 3-mile (4.8 km) "long tunnel". TriMet chose the "long tunnel" in April 1991. Frontier-Traylor, the project's general contractor, used conventional drilling and blasting techniques to dig through the west end. On the east segment,

7548-407: The 1950s, with many cities and rural areas participating. However, many of the proposed freeway routes were drawn up without considering local interests; in many cases, the construction of the freeway system was considered a regional (or national) issue that trumped local concerns. Starting in 1956, in San Francisco, when many neighborhood activists became aware of the effect that freeway construction

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7696-404: The 1960s, there were a number of proposals for new expressways. These included the Skyline Freeway from Commerce City to Morrison, the Hampden Freeway through Englewood, the Columbine Freeway which would have gone up Santa Fe, Downing, and Park Avenue West before leaving Denver via North Pecos Street, the Mountain Freeway which would have replaced all of Alameda, and The Quebec Freeway from I-70 all

7844-463: The Arizona-California border, was still in its planning stage when a debate began for the Phoenix section. Designers had evolved the proposed Papago Freeway from a typical surface grade to a massive, elevated structure, rising 100 feet through the central city, with "helicoil" interchanges and a lengthy park under the structure. Led primarily by influential Arizona Republic publisher Eugene Pulliam (grandfather of future Vice President Dan Quayle ),

7992-408: The Blue Line was credited with generating $ 6.6 billion in transit-oriented development investment. From Monday to Thursday, the Blue Line runs for 22 1 ⁄ 2 hours per day. The first train goes westbound from Elmonica/Southwest 170th Avenue station at 3:31 am and the last trip goes eastbound from Rose Quarter Transit Center to Ruby Junction/East 197th Avenue station at 1:29 am

8140-448: The Board of Supervisors voted to demolish it. It was closed after sustaining heavy damage in 1989's Loma Prieta earthquake and torn down shortly thereafter. The entire portion of the Central Freeway north of Market Street was demolished over the next decade: the top deck in 1996, and the lower deck in 2003. Two other short freeway segments were demolished in the same time period: the Terminal Separator Structure near Rincon Hill and

8288-462: The Brookfield Bypass began in 2007 and opened in 2009. Similarly, CONNDOT planned to construct a new freeway for Route 25 between I-95 in Bridgeport and I-84 in Newtown . Construction began on the Route 25 freeway in 1968, and the existing portion between I-95 and Route 111 in Trumbull opened in 1975. Opposition from environmental groups and residents in the towns of Monroe and Newtown forced CONNDOT to eventually kill plans for extending

8436-442: The Central Artery and the East Boston, Western, Northern, Northeast, Northwest, Southeast, and Southwest Expressways. Over time, several of the planned highways were constructed: In 1970, Governor Francis W. Sargent ordered the Boston Transportation Planning Review , a review of all freeway plans within the Route 128 beltway around Boston . As a result, several freeways were canceled in 1971 and 1972: The Northern Expressway

8584-546: The City of Portland withdrew their support for the Mount Hood Freeway later that year, and in 1978, the City of Portland did the same for I-505. With highway revolts similarly occurring in cities across the country, the U.S. Congress passed the Federal-Aid Highway Act of 1973 containing a provision that allowed state governments for the first time to transfer federal funds from withdrawn interstate projects to other transportation options, including mass transit . The Mount Hood Freeway and I-505 were officially removed from

8732-449: The Danbury Fair Mall in 1986, and from Route 123 to Gristmill Road in Norwalk in 1992, before funds for further construction were exhausted. The proposal remained on the books until the CONNDOT canceled expressway plans in 1999 in lieu of widening the existing Route 7 to 4 lanes, citing a lack of funding and no feasible route that would avoid the environmentally sensitive Norwalk River basin. Some in Connecticut have been seeking to revive

8880-416: The Denver suburbs of Broomfield and Golden, where fierce opposition to the road continues. Golden is opposed to completion of the beltway; Broomfield supports it, and has been exploring alternate routes. In 1973 environmentalists filed lawsuits that effectively killed construction of the planned Interstate 291 beltway west of Interstate 91 , the proposed Interstate 484 expressway through the downtown, and

9028-416: The Embarcadero Freeway, and the stub end of Interstate 280 near Mission Bay . In Oakland, California , the Richmond Boulevard Freeway would have run along Valdez Street, Richmond Boulevard, Glen Echo Creek, and Moraga Avenue from 20th Street to SR 13 . It was approved by Oakland voters in a 1945 bond issue, but was canceled August 16, 1956, when the city of Piedmont was unable to pay for its portion of

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9176-515: The Highway Division, including the removal or extension of an existing high-occupancy vehicle lane , a busway had been favored for the Banfield Corridor. Support for light rail on the corridor grew following the mode's inclusion as a sixth alternative in a 1977 EIS, though there was also opposition. Notable opposition came from the East County Concerned Citizens; 5,400 individuals signed a petition against any alternative involving light rail for costs and lack of presumed ridership. The group endorsed

9324-442: The I-205 MAX. The Blue Line turns east and enters the median of East Burnside Street at East 97th Avenue. At Ruby Junction/East 197th Avenue station, the line leaves the street and heads southeastwards until it reaches Cleveland Avenue station, its last stop, near the corner of Northeast Cleveland Avenue and Northeast 8th Street in Gresham. The Blue Line shares much of its alignment with the Red Line. Between 2001 and 2003, they used

9472-407: The Illiana Expressway from the state's five-year transportation plan, effectively stripping funding for the Illinois portion of the highway. Indiana Governor Mike Pence followed suit in suspending Indiana's portion of the Illiana Expressway in February 2015. When I-10 was built through New Orleans, Louisiana , a segment of formerly tree-lined ground along Claiborne Avenue was destroyed to build

9620-405: The Illiana Expressway was envisioned to start at Interstate 57 in eastern Illinois, then intersect Interstate 65 near Lowell, Indiana before turning northeast, crossing US-30 near Valparaiso before terminating at the Indiana Toll Road . Due to opposition from environmental and community groups; and operators of the Indiana Toll Road , the section east of I-65 was dropped, but the Illiana Expressway

9768-435: The Interstate Highway System in 1976 and 1979, respectively, but planning for the use of around $ 200 million from the Mount Hood Freeway and $ 154 million from I-505 on other projects in the Portland area started much earlier. In May 1973, Governor Tom McCall assembled a task force to determine alternative uses for the highway funds. The task force, in turn, recommended a network of "transitways". The task force

9916-426: The Loop with Midway Airport, and an extension to the CTA's Blue Line , connecting downtown with O'Hare International Airport . The Illinois 53 freeway was planned to be extended into Lake County from its northern terminus at Lake Cook Road . The extension would have met a planned bypass for Illinois 120 near Grayslake , where it would split two ways. The eastern branch would head towards Interstate 94 , while

10064-422: The MAX system, carrying 18.9 million passengers in 2015. It averaged 55,370 riders on weekdays in September 2018, up from 55,330 for the same month in 2017. Highway revolts in the United States Highway revolts have occurred in cities and regions across the United States . In many cities, there remain unused highways , abruptly terminating freeway alignments, and short stretches of freeway in

10212-413: The New Haven Railyard and construct a 4-lane landscaped boulevard in its place. A portion of the land recovered from the freeway would be sold for development, while the remainder reserved as park space. Demolition of the Route 34 freeway began in 2013, with completion scheduled for 2016. Similarly, the Connecticut Department of Transportation plans to remove the freeway stub at I-84 in Newtown and replace

10360-443: The Oregon Convention Center in September. The Westside MAX opened in two stages due to delays in construction. The first two stations, Civic Stadium—now Providence Park —and Kings Hill/Southwest Salmon Street opened on August 31, 1997. The remaining 18 stations opened during the segment's inauguration on September 12, 1998. The newest station is Civic Drive, which was opened on December 1, 2010. On July 24, 2019, TriMet announced

10508-403: The Route 25 freeway north of Route 111 in 1992. The department has instead focused on widening the existing 2-lane roadway, which is supported by Trumbull and Monroe. However, Newtown remains opposed to any upgrades that would change the existing 2-lane profile of Route 25 through its town. Since its opening in 1940, the Connecticut Department of Transportation has floated various plans to widen

10656-560: The Route 34 freeway between York Street and Route 10 in New Haven in 2002, effectively ensuring the freeway could not be extended beyond York Street. Meanwhile, officials and community groups in New Haven began pressing the State of Connecticut to remove the existing freeway through downtown. In 2011, the city of New Haven and State of Connecticut reached an agreement to remove the Route 34 freeway west of

10804-667: The State Transportation Commission approved the project in 1979. The Banfield light rail project received federal approval for construction in September 1980. Plans for a 27-station, 15.1-mile (24.3 km) line, running from Southwest 11th Avenue in downtown Portland to just east of Cleveland Avenue in Gresham, were produced by Wilbur Smith Associates. The project estimated a budget of $ 225.5 million (equivalent to $ 640 million in 2023 dollars), of which $ 146.9 million went to light rail. Planners selected

10952-487: The Steel Bridge, diverging at Gateway Transit Center, and continuing south towards Clackamas . The Blue Line serves 48 stations. The 27 stations built as part of the inaugural line between Gresham and downtown Portland opened on September 5, 1986. The Mall stations on Southwest 4th and 5th avenues were added in conjunction with the opening of Pioneer Place in March 1990, followed by the Convention Center station and

11100-784: The abandoned BN route. This brought the project's new total distance to 17.7 miles (28.5 km) (some sources say 17.5 km). At the time, the line was scheduled to open as far as 185th Avenue in September 1997, and downtown Hillsboro by the end of 1998. Funding for the westside extension proved difficult to obtain under the Reagan Administration , which sought to reduce federal expenditures by delaying existing light rail projects and declining to approve future planning. As members of their respective appropriations committees , U.S. Senator Mark Hatfield and U.S. Representative Les AuCoin secured preliminary engineering and environmental review grants in 1989 by withholding funds from

11248-411: The agency to add three Red Line trains running up to Hatfield Government Center on March 2, 2008. In the first three months of 2017, the Blue Line recorded an average 55,233 rides per weekday, a drop of 2.9 percent from the same period in 2016. TriMet attributes the drop to lower-income riders being forced out of the inner city by rising housing prices. The Blue Line is currently the busiest line in

11396-714: The alignment was replaced with light rail following TriMet's acquisition of the BN right-of-way in June. The 600-foot-long (180 m) horseshoe tunnel below Sunset Highway was completed in July 1995 and all highway work ceased in December. Track work commenced west of 185th Avenue around the time the Elmonica Yard opened in January 1996. It was built to accommodate some of the 39 Siemens cars TriMet procured. The model SD660 low-floor cars, jointly developed by TriMet and Siemens, became notable as

11544-522: The cancelled Route 25 freeway extension) built in the mid-1970s, and a short freeway segment near the Maltby Lakes in Orange that was completed in the 1980s but never put into service. The completed section in Orange was initially used as a commuter parking lot, but now serves as an access road to Yale New Haven Hospital 's Regional Operations Center. The State of Connecticut sold off land originally cleared for

11692-567: The city center. In September 1990, the Oregon Convention Center opened to the public with MAX service from Convention Center station . Work on the line's newest station, Civic Drive , started in 1997 as part of the Civic neighborhood development, but was delayed for approximately twelve years due to a lack of funding. Construction resumed in May 2010 and the station opened on December 1, 2010. In 2015, TriMet began renovating fourteen of

11840-454: The city have been canceled due to community opposition. In the 1970s, there were plans for several freeways in the Tampa Bay area , but most were canceled by 1982. The high cost of acquiring right of way in this densely populated area, as well as community opposition, were the key factors in canceling most of these freeways. Instead, planners decided to widen existing roads. Local opposition

11988-442: The directional interchange with a diamond interchange. ConnDOT also plans to build a rest area in the location of the current freeway stub once its removal is complete. In the 1970s, most of South Florida 's expressways were canceled due to voters choosing to direct funding away from roads toward mass transit projects and the planned Miami Metrorail . Hialeah in particular is anti-expressway, as many proposals for expressways in

12136-436: The east side of Willits as a bypass, numerous environmental coalitions raised concerns about the impact of the bypass on the local wetlands and cultural sites. The Pomo Native American tribe joined in the protests. In 2013, a federal judge rejected a lawsuit, which was attempting to halt the project, filed against Caltrans . The bypass was completed toward the end of 2016 and opened for traffic on November 3, 2016. During

12284-596: The east side, it shares tracks with both the Red Line and the Green Line , between Rose Quarter Transit Center and Gateway/Northeast 99th Avenue Transit Center . Following the recommendations of Robert Moses , the Oregon State Highway Department developed a plan for freeways in the Portland metropolitan area in 1955 that proposed, among others, the Stadium, Mount Hood , and Industrial freeways. Added to

12432-423: The elevated highway; because Claiborne Avenue was the main thoroughfare in a poorer, African-American neighborhood , many in the community considered this to be racially prejudiced. While local efforts to stop this route of I-10 were unsuccessful, the disruption motivated residents to oppose further planned freeways through historic neighborhoods. The proposed Vieux Carré Riverfront Expressway would have run along

12580-477: The evening on Fridays and Saturdays and ends earlier on Sundays. The success of local freeway revolts in Portland in the early 1970s led to a reallocation of federal assistance funds from the proposed Mount Hood Freeway and Interstate 505 (I-505) projects to mass transit. Among various proposals, local governments approved the construction of a light rail line between Gresham and Portland in 1978. Referred to as

12728-466: The expressway proposal, including those who originally opposed it, citing the rapidly increasing volume of traffic and the number of fatal accidents on the existing Route 7 over the past 20 years. Further north on US-7 however, officials in Brookfield have long pushed CONNDOT to construct a new US-7 freeway to the west of Brookfield. After decades of environmental studies and intense debate, construction on

12876-509: The expressway the entire length. There were plans to upgrade Lake Shore Drive to full Interstate standards, and two separate designations were proposed for this upgrade. First designated as Interstate 494 (before that designation was moved to the Crosstown Expressway ), and later, Interstate 694, the project was canceled after opposition from North Side residents who didn't want an interstate in their communities, fearing that land along

13024-482: The expressway, and a Federal judge allowed construction to resume in 1983. By then however, the cost of construction had skyrocketed and there were no longer any funds available to complete the expressway, as all highway funds were diverted into a massive statewide highway repair program in the wake of the Mianus River Bridge collapse months earlier. Two short extensions of the Route 7 freeway were completed near

13172-450: The failed Fox Valley Freeway efforts and was proposed to connect Interstate 80 and Interstate 88 in the outer western and southwestern suburbs. Despite getting over $ 200 million in earmarked funds, intense local opposition canceled the project in the early 2010s. The Peoria to Chicago Highway was a proposal that would have connected the cities of Peoria and Chicago with a direct multilane freeway. The Illinois interstate highway plan in

13320-575: The final section to be built, began in March 1984 and involved utility relocation, cobblestone paving, and tree planting across 36 downtown blocks. The line's use of the Steel Bridge necessitated a $ 10 million rehabilitation that started the following June. System testing followed the completion of electrification work. This included the validation of the new light rail cars, which initially encountered electrical braking glitches, by putting each of them through 1,500 miles (2,400 km) of on-track testing. On July 28, 1986, an eastbound car conducting

13468-730: The final ten miles of Interstate 96 along Grand River Avenue from the Jeffries to the Northwest corner of the city, the already in progress conversion of Mound Road to the M-53 freeway from Detroit City Airport to the Van Dyke Expressway , and a planned extension of the Davison Freeway on both ends which was to be a connector with both Interstate 96 and the Jeffries Freeway on its west to

13616-525: The first low-floor light rail vehicles in North America. The final rail spike was driven on Hillsboro's Main Street Bridge in October 1997. System testing took place in June 1998. Owing to delays caused by tunneling work, the line's planned September 1997 opening up to 185th Avenue was postponed by one year. On August 31, 1997, the Westside MAX opened its first section, a two-station extension west to

13764-559: The first time between Portland and Hillsboro . It was operated by the Oregon Electric Railway (OE), which built a branch line from its Garden Home depot to Forest Grove . The Great Depression and the rise of the automobile in the 1920s led to the closure of the Forest Grove Branch in 1932. The Burlington Northern Railroad (BN) later acquired much of this alignment and used it for freight service. It abandoned

13912-408: The following day. Additional late-night trips are provided on Fridays, with the last trip going eastbound from Hatfield Government Center station to Elmonica/Southwest 170th Avenue station at 2:01 am. Except for additional late-night trips on Saturdays, weekend service runs on a slightly reduced schedule. The first trains run westbound from Ruby Junction/East 197th Avenue station at 3:35 am and

14060-553: The freeway in New Haven increased as homes and businesses between York Street and Route 10 were razed to extend the Route 34 freeway, resulting in lawsuits that halted further construction on the highway in the late 1960s and 1970s. Further west, residents in the town of Orange opposed the Route 34 freeway as it would pass near a reservoir that supplies the region with its drinking water. Opponents further west along Route 34 in Monroe and Oxford filed additional lawsuits to block construction of

14208-561: The freeway would have run northward along and parallel to Cicero to the Edens – Kennedy junction on the north side of Chicago. The highway, which would have been designated Interstate 494, was canceled in 1979 by elected officials, who cited the $ 1.2 billion price tag as reason enough to terminate the project. Monies from the aborted highway ultimately went to the construction of the Chicago Transit Authority 's Orange Line , connecting

14356-442: The funding package in 1991, granting $ 515 million to build the line up to 185th Avenue. It provided another $ 75 million in 1994 following the approval of the Hillsboro extension, which covered one-third of the segment's $ 224 million additional cost. Construction of the Westside MAX began in August 1993 with the excavation of the 21-foot-diameter (6.4 m) Robertson Tunnel . Several alternative alignments through

14504-410: The head of UMTA's office. In 1990, Congress adopted legislation requiring the federal government to cover a 75 percent share of transit projects approved within the fiscal year. Voters subsequently rejected a measure to permit the use of local vehicle registration fees for public transit, which would have covered Oregon's 25 percent share, defeating it 52 percent to 48 percent. With

14652-537: The inauguration of MAX, TriMet has added four infill stations to the original alignment. In March 1990, the system opened the Mall stations —their names referring to the Portland Transit Mall—to coincide with the opening of Pioneer Place shopping mall in downtown Portland. After operating for 30 years, these stations closed permanently in March 2020, owing to low ridership and to speed up train travel times across

14800-661: The issue because Peoria asked for it. The Raoul Wallenberg Expressway, previously called the Woodruff Expressway, was a controversial plan that would have linked downtown Rockford, Illinois to Interstate 39 . In the 1940s and 1950s, as the Northwest Tollway (now the Jane Addams Memorial Tollway) was being routed through the Rockford area, local politicians debated the costs and benefits of various routings of

14948-484: The last trains run eastbound from Hatfield Government Center station at 1:51 am and Rose Quarter Transit Center at 1:33 am, respectively. Select early morning trains operate as through services of the Red Line and the Yellow Line. End-to-end travel time is approximately 105 minutes. TriMet designates the Blue Line as a "Frequent Service" route along with the rest of the light rail system, ensuring service runs on

15096-493: The line's opening. Nine new bus lines were created and six existing bus routes were modified as feeder routes. MAX trains initially operated between 5:00 am and 1:30 am, with headways as short as seven minutes. Fares ranged $ 0.85–$ 1.30 to travel up to four paid zones. Rides were free within Fareless Square from opening day until 2012. Originally, MAX trains did not automatically stop at every station, if no one

15244-496: The line's stations and overpasses, earning the firm a Progressive Architecture Award in 1984. The groundbreaking ceremony took place at Ruby Junction Yard , which would house a 98,000-square-foot (9,100 m ) maintenance and operations building, in March 1982. Light rail construction, which progressed largely east to west, commenced the following year in April, on the two-mile (3.2 km) section between Ruby Junction and Cleveland Avenue. The Ruby Junction facility opened as

15392-516: The median of Southeast Washington Street and continues east on a former BN—former OE—right-of-way between Southeast 10th Avenue and Northwest 185th Avenue, traveling mostly at-grade except at grade-separated crossings—notably, the Main Street Bridge and Cornelius Pass Road —until it reaches Beaverton Transit Center . It then turns north, running adjacent to Oregon Highway 217 to Sunset Transit Center . From there it continues eastwards along

15540-646: The mid-1950s included a freeway from Peoria toward Chicago in the Interstate 180 corridor, but it was not approved by the Federal Highway Administration . In the late 1960s and early 1970s, Illinois adopted a supplemental freeway plan, and the Interstate 180 to Peoria extension was part of this plan, but very few of these freeways were actually built. The freeway was going to be designated as Interstate 53 as well as present-day I-155 and part of I-180. In

15688-541: The mid-1990s, the state revived the proposal, calling it the "Heart of Illinois Freeway." A few alternatives were selected, among them the Illinois 6 to Interstate 180 connection. In late 2000, the state decided to proceed with the 6/180 connection but ran into opposition from farmers and withdrawn support from political leaders. In February 2002, IDOT stated there were no traffic need for the freeway, only political and economic reasons for advocating it; and that they only studied

15836-499: The middle of nowhere, all of which are evidence of larger projects which were never completed. In some instances, freeway revolts have led to the eventual removal or relocation of freeways that had been built. In the post-World War II economic expansion , there was a major drive to build a freeway network in the United States, including (but not limited to) the Interstate Highway System . Design and construction began in earnest in

15984-559: The north bank of the Banfield Freeway at Sullivan's Gulch . The line then travels over the Interstate 84 and Interstate 205 interchange towards Gateway/Northeast 99th Avenue Transit Center . From Gateway Transit Center, tracks head south along the east side of I-205. A single-track junction south of Gateway Transit Center marks the start of the Airport MAX segment while a double junction south of Southeast Glisan Street splits into

16132-619: The north side of the Sunset Highway before entering the Robertson Tunnel for Washington Park station. After leaving the tunnel, the line passes below the Vista Bridge and enters downtown Portland, continuing along Southwest Jefferson Street before turning north onto the median of Southwest 18th Avenue. Near Providence Park , the tracks diverge eastbound onto Southwest Yamhill Street and westbound onto Southwest Morrison Street, crossing

16280-404: The original contract. On September 5, 1986, the $ 214 million (equivalent to $ 505 million in 2023 dollars) light rail line—now called Metropolitan Area Express (MAX)—opened for service. Its new name was selected through a public contest held by The Oregonian and TriMet in June 1986. TriMet designer Jeff Frane, who attributed inspiration to his son Alex, made the winning suggestion. As

16428-622: The permanent closure of the Mall stations, as well as a one-year pilot closure of Kings Hill/Southwest Salmon Street station, in an effort to speed up travel times. The closures took effect on March 1, 2020. Transfers to the Yellow Line are available at the Pioneer Square and Mall stations and Rose Quarter Transit Center, while transfers to the Green Line (beyond the shared Eastside MAX alignment) and

16576-443: The planning of an extension to the west side progressed, this line came to be referred to as the Eastside MAX. Freeway transfer funds provided $ 178.3 million, or 83 percent of the total cost. The project was completed $ 10 million under budget. An estimated 250,000 people attended the opening celebrations which spanned three days. Downtown retailers, many of whom had opposed light rail, reported substantial increases in sales following

16724-449: The plans without further efforts for the central city segment. As the completed east-bound portion of I-10 advanced closer, transportation planners pushed for some resolution. By 1984 traffic gridlock had reached the point where planners devised a new plan, with I-10 still running although roughly the same alignment, but instead with the central city portion tunneled through downtown, with a large park on top. The revised I-10/Papago Freeway

16872-628: The proposed Interstate 284 expressway between East Hartford and South Windsor , and Interstate 491 from Wethersfield to Manchester . After these freeways were cancelled, the State of Connecticut used the funds allocated for their construction to rebuild and expand existing freeways in the Greater Hartford area. In 1992 the Route 9 Expressway was extended north from I-91 in Cromwell to Interstate 84 in Farmington, completing what would have been

17020-502: The route through downtown should extend west from 11th Avenue on Southwest Morrison and Yamhill streets or run through the Portland Transit Mall on 5th and 6th avenues. The locally preferred alternative ultimately adopted a continuation of MAX along Morrison and Yamhill streets. The efforts of Huffman and others regarding the proposed Hillsboro extension led to a supplemental study in April 1993, which evaluated options to extend

17168-581: The route. In 1949, the Richmond Boulevard Protective Association had protested the route and its planned destruction of their homes. In Berkeley, California , the Ashby Freeway would have run approximately along the line of Ashby Avenue from Interstate 80 to California State Route 24 . The Berkeley Department of Public Works and Planning Commission proposed possible routings for it in 1952, and were met with 5,000 signatures on

17316-408: The same tracks from the 11th Avenue loop tracks in downtown Portland to Gateway Transit Center, where Red Line trains diverge towards Portland International Airport . Since 2024, they have shared the same route between Hillsboro Airport/Fairgrounds station and Gateway Transit Center. The Green Line joined a part of this shared alignment in 2009, entering from the Portland Transit Mall just west of

17464-561: The shores of Lake Michigan would be lost. Lake Shore Drive remains a US route, rather than an interstate highway, with a mix of interchanges and at-grade intersections. The Crosstown Expressway was a proposed highway in the 1970s that would have run westward from near the present confluence of the Chicago Skyway and the Dan Ryan Expressway on Chicago's south side toward Cicero Avenue near Midway International Airport . From there,

17612-492: The southwest quadrant of the I-291 beltway; the northwest quadrant of the canceled beltway is partially served by the 4-lane arterial Route 218 west of I-91 (Route 218 does not connect to I-84 or Route 9, leaving an approximately 7-mile gap in the northwest quadrant between I-84/Route 9 and Route 218). The Connecticut Department of Transportation eventually built its current headquarters on land originally acquired for I-291, where it

17760-578: The station is adjacent to the Washington County Fair Complex ;– renamed Westside Commons in 2019 – and directly south of the Hillsboro Airport. Passengers can travel west to downtown Hillsboro or east to Portland and Gresham from the stop. The station has a park-and-ride lot and bus connections to the number 46 line. Designed by architectural firm OTAK Inc., the station features an island platform and

17908-421: The system's first maintenance complex later that July. By January 1984, work had reached East Burnside Street. To minimize the cost of the Banfield Freeway segment, track right-of-way excavation and freeway widening took place simultaneously. Construction along this segment nonetheless slowed due to late material deliveries, particularly between Northeast Union and 39th avenues. Track work in downtown Portland,

18056-432: The system's oldest stations, between Hollywood/Northeast 42nd Avenue Transit Center and Cleveland Avenue. The project includes the installation of new windscreens, shelter roofs, digital information displays , lighting, and security cameras . Three stations— Gresham City Hall , East 122nd Avenue , and East 162nd Avenue —have been renovated as of February 2019. On September 30, 1908, an interurban rail service ran for

18204-465: The time planning resumed in January 1988, significant changes in the Westside Corridor, including the conversion of 3,000 acres (1,214 ha) of vacant Washington County land into mixed-use urban areas, required a re-evaluation that was completed in May 1991. As planning continued on the route between Portland and 185th Avenue, alternative routes through Beaverton included alignments along

18352-454: The tollway. One of the proposed tollway alignments that would serve downtown was considered. This was eventually turned down in favor of an alignment that was located miles east of downtown. At the same time, the commercial center of Rockford had shifted from downtown to the East. In an effort to draw residents and businesses back to the traditional center of town, the idea of a new crosstown expressway

18500-505: The two distinct segments, already operating as a single through route between Gresham and Hillsboro, were unified in passenger information as the Blue Line after TriMet introduced a color coding scheme in preparation for the opening of the Red Line to Portland International Airport . The Blue Line currently shares its route with the Red Line on the west side, between Hillsboro Airport/Fairgrounds station and Rose Quarter Transit Center . On

18648-503: The type of high-capacity transit, which could either be a bus or a rail option. The Blue Line operates along the Eastside and Westside MAX segments, which combined total 32.6 miles (52.5 km) to 32.7 miles (52.6 km). Its western terminus is Hatfield Government Center in Hillsboro, on the corner of West Main Street and Southwest Adams Avenue. From there, the line heads east along

18796-493: The way to I-25. A planned Interstate 470 beltway around Denver met opposition, including from Governor Richard Lamm , an environmentalist, who promised to "drive a silver spike" through the project. Eventually, a compromise was reached, and the beltway was built, using three different designations: State Highway 470 , E-470 and the Northwest Parkway . Currently, a gap remains in the beltway, as it stops short of reaching

18944-523: The west side and downtown Portland, were reduced to five, replaced by light rail. The line immediately drew strong ridership, exceeding projections for 2005 less than two years after it opened. In September 2000, TriMet adopted a color coding scheme to differentiate its trains operating between Hillsboro and Gresham from those that were going to serve the Airport MAX extension, assigning the colors blue and red, respectively. The line-identification system

19092-465: The western branch would head towards the existing Route 120 in western Lake County. The extension was turned over to the Illinois Tollway for further study, which was authorized in 1993 to construct and operate the highway. Due to opposition from some vocal citizens and elected officials, the tollway dropped the environmental study in 2019, shelving the project indefinitely. Various attempts through

19240-505: The westside light rail project, among other mode alternatives, to the Westside Commons or downtown Hillsboro. Alternative routes up to downtown Hillsboro included the abandoned BN segment from 185th Avenue to 10th Avenue, Baseline and Cornell roads, and TV Highway. In July of that year, TriMet approved an extension of the initial 11.5-mile (19 km) light rail line, 6.2 miles (10 km) farther west to downtown Hillsboro using

19388-687: The years to construct a freeway through the outer western suburbs of the Chicago metropolitan area were met with strong resistance and were ultimately unsuccessful. The Fox Valley Freeway was proposed to run from Interstate 55 in Plainfield to the Wisconsin border in Richmond , linking the far west suburbs. However, intense local opposition canceled the project in the 1990s. Later, the Prairie Parkway emerged from

19536-423: Was born. The highway was to follow the Chicago and Northwestern Railroad line from Interstate 39/ U.S. Route 20 interchange all the way to downtown Rockford. This partially-built interchange was built in the early 1980s, designed to allow for future extension northward. Part of this highway would have replaced Woodruff Avenue, a street that parallels the railroad, giving the expressway its original name. The highway

19684-682: Was extended westward to Interstate 55 in Illinois. Opponents filed a lawsuit to block construction of the Illiana Expressway in 2013, with a federal judge ordering a halt to work on the toll road in 2015. Officials from the Federal Highway Administration, Indiana and Illinois appealed the court's ruling to the Seventh Circuit Court of Appeals in August 2015. Meanwhile, in January 2015 Illinois Governor Bruce Rauner removed

19832-525: Was first planned, CONNDOT, the FHWA, and local officials remained deadlocked with the EPA and the Army Corps of Engineers over the routing of the US-6 Freeway. Since the agencies involved could not come to an agreement, CONNDOT abandoned plans the US-6 Freeway in 2005. The department instead rebuilt the section of US-6 the freeway was intended to bypass in 2000. The section of US-6 between I-384 and Willimantic remains

19980-488: Was granted an exemption because it was nearly complete. Its final 3-mile (4.8 km) segment was completed in 1973 with a section from East Somerville to the North Station area of downtown Boston. The Central Artery had cut a swath through Downtown Boston neighborhoods, creating one of the greatest eyesores in urban America during the 1950s. Because of this, it would earn its nickname "The Other Green Monster", both

20128-581: Was having on local neighborhoods, effective city opposition to many freeway routes in many cities was raised; this led to the modification or cancellation of many proposed routes. The freeway revolts continued into the 1970s, further enhanced by concern over the energy crisis and rising fuel costs, as well as a growing environmentalist movement. Responding to massive anti-highway protests in Boston, in February 1970 Governor Francis W. Sargent of Massachusetts ordered

20276-545: Was implemented shortly before the Red Line's opening on September 10, 2001. In February 2006, local government officials proposed an extension of the Westside MAX from its Hatfield Government Center terminus to Forest Grove. City leaders approached a former TriMet engineer to conduct a feasibility study and develop a plan to get the project included in Metro's Joint Policy Advisory Committee on Transportation list of priority projects. The six-month study, completed in October, estimated

20424-410: Was intended to connect Interstate 5 to Interstate 805 . Ramps were constructed on I-805 at 43rd Street before the project was canceled in 1994 due to neighborhood opposition. The new freeway would have occupied a swath of land dividing Logan Heights . Much of the land intended for freeway construction is still unoccupied. The interchange ramps from I-805 now end in a strip mall. In December 1974,

20572-515: Was later renamed for Raoul Wallenberg, a Swedish diplomat noted for saving many Hungarian Jews in the Holocaust. The project was eventually abandoned due to its heavy financial costs and the negative impacts the highway would have on its surrounding neighborhoods. In the northwest corner of Indiana, the Illiana Expressway was a proposed toll road as a southern bypass of Chicago . Originally,

20720-515: Was never built beyond I-95 exit 60; it was supposed to be connected to the Windlass Freeway ( MD-149 ), which was canceled as well. A small portion of the Windlass Freeway was constructed, and it is now signed as I-695 . Additional roads that would have formed a more complete freeway network in the city were abandoned or redesigned, leaving some short sections (the former I-170 , which was left unconnected to any other Interstate highway, so US 40

20868-555: Was opened in 1990. In Tucson, Arizona , proposed Interstate 710 was to follow current Kino Parkway from I-10 to Broadway Boulevard, connecting I-10 to the University of Arizona and the downtown area. However, heavy opposition to the freeway caused for its cancellation in 1982, and the Tucson area has long been opposed to the rapid urban sprawl and freeways ever since. In San Francisco , public opposition to freeways dates to 1955, when

21016-399: Was post to be the new route for SR 1 . The new route was adopted in 1965 by Caltrans and would cost more than $ 2 million a mile for the 7.1 mile expansion. The plan for the new route was rejected by major opposition from the community at the October 11, 1971, San Luis Obispo city council meeting. Throughout the four-year duration of a $ 300M construction project to reroute U.S. Route 101 to

21164-692: Was re-routed onto it), or rights of way that were built as city streets rather than freeways (Martin Luther King Boulevard). The Washington Outer Beltway was also met with decades of opposition in Maryland's suburbs of Washington, D.C. Though it met with fierce opposition for 50 years, the section between I-370 and I-95 , known as the Intercounty Connector and signed as Maryland Route 200 , ultimately opened in 2011. The 1948 plan for Boston's inner suburbs included eight limited-access highways:

21312-474: Was responsible for the death knell of a number of freeway projects in Metro Atlanta , including the intown portion of the Stone Mountain Freeway from the existing U.S. 78 freeway to what is now Freedom Parkway in downtown Atlanta, and the intown portion of what would have been Interstate 485 . The northern part of that freeway was built as Georgia 400 , while the southern portion of the highway exists as Interstate 675 . The highways would have intersected in

21460-451: Was subsumed into CRAG in 1974, and CRAG incorporated its recommendations in an "Interim Transportation Plan" (ITP) adopted in June 1975. The ITP identified three corridors for potential funding using the highway funds: Banfield , Oregon City /Johnson Creek, and Sunset (Westside). In 1976, CRAG moved forward with a detailed study of the Banfield Corridor and put planning for the other corridors on hold. Among five alternatives developed by

21608-507: Was to have a 60-foot (18 m) median. There was also plans of a spur off to Dalton of Massachusetts Route 9 . Local opposition led to the demise of the Route 7 Freeway. In the 1970s, after significant protest about the Chrysler Freeway (I-75) destroying the Black Bottom neighborhood , Mayor Coleman Young used the issue as political capital by decreeing the cancellation all freeway projects in Detroit. City Council soon followed his wishes. This included three interconnected major projects,

21756-432: Was to intersect US-5 in Newington. Interstate 84 was originally planned to continue on an easterly course to Providence, Rhode Island , closely following US 6 through Tolland and Windham counties. Environmental concerns in Connecticut and Rhode Island led to the cancellation of this extension, and I-84 was shifted to the existing Wilbur Cross Highway (which had been designated I-86 ; this number has since reappeared on

21904-477: Was waiting to board when a train approached a given stop. MAX cars were equipped with stop-request bell cords (as are commonly found on American transit buses ), which passengers needed to pull to signal the operator that they wanted to get off at the next stop. However, after finding that the times when a train could pass a station without needing to stop – because no one was getting on or off – were mainly limited to late-night hours and

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