approved I-205 as the designation for the Portland–Vancouver bypass freeway in November 1958. In 1961, it was added to Washington's state highway system as a branch of Primary State Highway 1 and was renumbered to State Route 205 in 1964. To connect with its parent route I-5 at Tualatin, the Laurelhurst Freeway would turn west to cross the Willamette River at Lake Oswego and travel along the south side of the lake. It was planned to be the last major freeway in the Portland area to be completed under the 1955 plan; construction was projected to be finished by 1974 at a cost of $70 million (equivalent to $ in dollars). A corresponding western bypass of Portland was omitted from plans due to the topography of the Tualatin Mountains and a low population, but in the 1960s was unsuccessfully proposed as the Rivergate Freeway. The first set of alternatives for the Laurelhurst Freeway, which was renamed the Central East Side Freeway and later referred to as I-205, were presented to the public in 1961 and 1962 ahead of a formal routing study. In December 1961, the Oregon State Highway Department presented five alternatives for the east–west section through Lake Oswego that drew opposition from community members and the local school district, which feared it would isolate the schools from homes. The Laurelhurst Community Council also organized opposition to the freeway plans at public hearings the following month; local residents feared disruption of the neighborhood's character, and an influx of low-income and multi-family development. In April 1963, responding to a petition drive from residents, the Lake Oswego City Council unanimously passed a resolution opposing any routing of I-205 in the city and a bridge over the Willamette River that would induce freeway construction. In September 1963, a series of public hearings were held by the Oregon State Highway Department for an alternative proposal for I-205. The new route would cross the Willamette River south of Lake Oswego but travel further east of Portland along 111th Avenue and cross the Columbia River east of the airport at Government Island. Another alternative would remove the Lake Oswego alignment in favor of an east–west route along Division Street and Powell Boulevard (US 26) from I-5 at the Marquam Bridge, which had already been proposed for the Mount Hood Freeway. After initial disagreements, the city governments of West Linn and Milwaukie joined with a local