chamber of commerce to support the Lake Oswego and 111th Avenue alternatives, while Lake Oswego remained opposed. The Oregon State Highway Commission promised in 1963 not to pursue a Lake Oswego alignment that year because it would not be possible with opposition from the city government, but delayed its final decision by several months. In June 1964, the Portland–Vancouver Metropolitan Transportation Study (PVMTS) Technical Advisory Committee, a separate planning body formed in 1960 to produce a comprehensive plan, submitted an alignment to the state that would follow Tryon Creek along the northern edge of Lake Oswego and turn northeast to run in a trench along Northeast 52nd Avenue through Milwaukie and Portland. The route would then turn west to cross the Columbia River west of the airport and continue through eastern Vancouver along 54th Avenue towards Salmon Creek. The PVMTS-recommended route faced opposition from public officials in Vancouver, Lake Oswego, and Multnomah County; as well as citizens at public hearings held in Milwaukie, eastern Portland, Lake Oswego, and Glencoe. Other proposals from political and commercial groups included routing the east–west leg as far south as Canby and as far east as Gresham. The Multnomah County government remained supportive of an east–west route that used the Mount Hood Freeway corridor, which would connect with a north–south leg along 96th Avenue in eastern Portland. The corridor was estimated to cost $38 million less (equivalent to $ in dollars) than the PVMTS plan. In early July, several neighborhood groups who opposed the 52nd Avenue route organized the Portland Citizens Freeway Committee; at a meeting in late August, the committee presented a petition with 7,000 signatures to the Oregon State Highway Commission. On October 14, 1964, in a report submitted to the Oregon State Highway Commission that proposed an eight-lane freeway that would cost approximately $90 million (equivalent to $ in dollars) to construct, the Oregon State Highway Department endorsed the Mount Hood Freeway and 96th Avenue alignment for I-205. The decision drew criticism from members of the PVMTS, particularly in Clark County on the Washington side, and the Portland City Planning Commission despite the city's earlier support of the 96th Avenue alignment. In early December, the Oregon State Highway Commission organized a week-long public hearing and exhibit for the proposed corridor at the Portland Public Auditorium, which drew 600 to 700 people. At the hearing, the City of Gresham and City of Camas